U.S. patent number 8,350,442 [Application Number 13/003,482] was granted by the patent office on 2013-01-08 for power plant.
This patent grant is currently assigned to Honda Motor Co., Ltd.. Invention is credited to Noriyuki Abe, Shigemitsu Akutsu, Kota Kasaoka, Satoyoshi Oya.
United States Patent |
8,350,442 |
Akutsu , et al. |
January 8, 2013 |
Power plant
Abstract
To provide a power plant which makes it possible to make the
power plant more compact in size, reduce manufacturing costs
thereof, and improve the degree of freedom in design. The power
plant 1 comprises an engine 3, and first and second rotating
machines 10 and 20, and drives front wheels 4 by motive power from
these. The first rotating machine 10 includes first and second
rotors 14 and 15, and a stator 16, and is configured such that a
ratio between the number of armature magnetic poles generated in
the stator 16, the number of magnetic poles of the first rotor 14,
and the number of soft magnetic material cores 15a of the second
rotor 15 becomes 1:m:(1+m)/2 (m.noteq.1.0).
Inventors: |
Akutsu; Shigemitsu
(Saitama-ken, JP), Oya; Satoyoshi (Saitama-ken,
JP), Kasaoka; Kota (Saitama-ken, JP), Abe;
Noriyuki (Saitama-ken, JP) |
Assignee: |
Honda Motor Co., Ltd. (Tokyo,
JP)
|
Family
ID: |
41570229 |
Appl.
No.: |
13/003,482 |
Filed: |
June 12, 2009 |
PCT
Filed: |
June 12, 2009 |
PCT No.: |
PCT/JP2009/060787 |
371(c)(1),(2),(4) Date: |
January 10, 2011 |
PCT
Pub. No.: |
WO2010/010762 |
PCT
Pub. Date: |
January 28, 2010 |
Prior Publication Data
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|
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Document
Identifier |
Publication Date |
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US 20110109180 A1 |
May 12, 2011 |
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Foreign Application Priority Data
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|
|
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Jul 22, 2008 [JP] |
|
|
2008-188281 |
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Current U.S.
Class: |
310/266; 310/112;
310/114 |
Current CPC
Class: |
H02K
51/00 (20130101); B60L 50/16 (20190201); H02K
16/02 (20130101); B60K 6/448 (20130101); F02D
29/02 (20130101); B60K 6/52 (20130101); B60K
2006/262 (20130101); Y02T 10/64 (20130101); B60L
2220/52 (20130101); Y02T 10/7072 (20130101); Y02T
10/70 (20130101); Y02T 10/62 (20130101) |
Current International
Class: |
H02K
1/22 (20060101) |
Field of
Search: |
;310/112-114,103,266,156.37 |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
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2001-157304 |
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Jun 2001 |
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JP |
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2002-17004 |
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Jan 2002 |
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JP |
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2006-353090 |
|
Dec 2006 |
|
JP |
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2007-116837 |
|
May 2007 |
|
JP |
|
2008/018376 |
|
Feb 2008 |
|
WO |
|
2008/018539 |
|
Feb 2008 |
|
WO |
|
2008/050827 |
|
May 2008 |
|
WO |
|
2008/078817 |
|
Jul 2008 |
|
WO |
|
Primary Examiner: Lam; Thanh
Attorney, Agent or Firm: Squire Sanders (US) LLP
Claims
The invention claimed is:
1. A power plant for driving a driven part by motive power,
comprising: a heat engine; and a first rotating machine including a
stator, and a first rotor and a second rotor which are relatively
rotatable with respect to said stator, in which one of said first
rotor and said second rotor is mechanically connected to said heat
engine, and the other of said first rotor and said second rotor is
mechanically connected to said driven part, wherein said stator
includes an armature row which is formed by a plurality of
armatures arranged in a circumferential direction, and generates a
rotating magnetic field which rotates in the circumferential
direction, by armature magnetic poles generated in the plurality of
armatures in accordance with supply of electric power, wherein said
first rotor includes a magnetic pole row disposed in a manner
opposed to said armature row, said magnetic pole row being formed
by a plurality of magnetic poles which are arranged in a manner
spaced from each other in the circumferential direction and each
two adjacent ones of which have polarities different from each
other, wherein said second rotor includes a soft magnetic material
element row disposed between said armature row and said magnetic
pole row, said soft magnetic material element row being formed by a
plurality of soft magnetic material elements which are arranged in
a manner spaced from each other in the circumferential direction,
and wherein a ratio between the number of the armature magnetic
poles, the number of the magnetic poles, and the number of said
soft magnetic material elements is set to 1:m:(1+m)/2 (provided
m.noteq.1).
2. A power plant as claimed in claim 1, wherein said first rotor of
said first rotating machine is mechanically connected to said
driven part, and said second rotor is mechanically connected to
said heat engine.
3. A power plant as claimed in claim 2, further comprising a brake
device for braking rotation of said second rotor.
4. A power plant as claimed in claim 2, further comprising a second
rotating machine including a rotating shaft mechanically connected
to said driven part and said first rotor.
5. A power plant as claimed in claim 4, further comprising a
transmission for performing a speed change operation between said
first rotor of said first rotating machine and said rotating shaft
of said second rotating machine, and said driven part.
6. A power plant as claimed in claim 4, further comprising a
transmission for performing a speed change operation between said
second rotor of said first rotating machine and said heat
engine.
7. A power plant as claimed in claim 4, wherein said rotating shaft
of said second rotating machine is mechanically connected to said
first rotor of said first rotating machine and said driven part via
a transmission, and wherein said transmission performs a speed
change operation between said rotating shaft of said second
rotating machine, and said first rotor of said first rotating
machine and said driven part.
8. A power plant as claimed in claim 2, further comprising: a
second driven part which is different from said driven part; and a
second rotating machine mechanically connected to said second
driven part.
9. A power plant as claimed in claim 8, further comprising a
transmission for performing a speed change operation between said
second rotor of said first rotating machine and said heat
engine.
10. A power plant as claimed in claim 8, further comprising a
transmission for performing a speed change operation between said
second rotating machine and said second driven part.
11. A power plant as claimed in claim 1, wherein said first rotor
of said first rotating machine is mechanically connected to said
heat engine, and said second rotor is mechanically connected to
said driven part.
12. A power plant as claimed in claim 11, further comprising a
brake device for braking rotation of said first rotor.
13. A power plant as claimed in claim 11, further comprising a
second rotating machine including a rotating shaft mechanically
connected to said heat engine and said first rotor.
14. A power plant as claimed in claim 13, further comprising a
clutch for mechanically connecting or disconnecting between said
first rotor of said first rotating machine and said rotating shaft
of said second rotating machine, and said heat engine.
15. A power plant as claimed in claim 13, further comprising a
transmission for performing a speed change operation between said
second rotor of said first rotating machine and said driven
part.
16. A power plant as claimed in claim 13, further comprising a
transmission for performing a speed change operation between said
rotating shaft of said second rotating machine and said heat
engine.
17. A power plant as claimed in claim 11, further comprising: a
second driven part which is different from said driven part; and a
second rotating machine mechanically connected to said second
driven part.
Description
TECHNICAL FIELD
The present invention relates to a power plant for driving a driven
part by motive power, and more particularly to a power plant having
a heat engine and rotating machines as motive power sources.
BACKGROUND ART
Conventionally, the present applicant has already proposed a power
plant in Patent Literature 1. This power plant is for driving drive
wheels of a hybrid vehicle, and in an example shown in FIGS. 2 and
3 in Patent Literature 1, it is provided with an engine, a first
rotating machine, and a second rotating machine, as motive power
sources.
The first rotating machine includes a hollow cylindrical casing, an
input shaft and an output shaft which are rotatably supported by
the casing, a stator disposed on an inner wall of the casing along
a circumferential direction, a first rotor accommodated in the
casing, and a second rotor disposed between the first rotor and the
stator, and the stator, the first rotor, and the second rotor are
arranged concentrically with each other. In the first rotating
machine, the input shaft of the first rotating machine is
mechanically connected to an output shaft of the engine, the output
shaft of the first rotating machine is directly connected to a
rotating shaft of the second rotating machine. Further, the first
rotor is concentrically fixed to a front end of the output shaft,
and first and second permanent magnet rows extend in parallel with
each other along a circumferential direction on an outer peripheral
surface thereof. The first and second permanent magnet rows are
each formed by a plurality of permanent magnets, and these
permanent magnets are arranged at equally-spaced intervals such
that each two adjacent permanent magnets have polarities different
from each other.
Further, the second rotor is concentrically fixed to a front end of
the input shaft, and first and second soft magnetic element rows
extend in parallel with each other along a circumferential
direction on an outer peripheral surface thereof. The first and
second soft magnetic element rows are each formed by a plurality of
soft magnetic material cores arranged at predetermined intervals
along the circumferential direction, and the soft magnetic material
cores of the second soft magnetic element row (hereinafter referred
to as "the second cores") are arranged in a manner displaced by an
electrical angle of .pi./2 with respect to the soft magnetic
material cores of the first soft magnetic element row (hereinafter
referred to as "the first cores"). Further, the stator includes a
plurality of armatures arranged at predetermined intervals, and
coils of each three adjacent armatures are arranged as three-phase
coils that generate a rotating magnetic field while exhibiting a
U-phase, a V-phase, and a W-phase, respectively, when electric
power is supplied thereto.
In the first rotating machine arranged as above, when electric
power is supplied to the stator, a first rotating magnetic field
and a second rotating magnetic field are generated in the stator
such that they rotate in the circumferential direction of the
stator, and in accordance therewith, the first and second cores are
magnetized by magnetic poles of the first and second rotating
magnetic fields and magnetic poles of the first and second
permanent magnets, whereby magnetic lines of force are generated
between these elements. Further, the first and second rotors are
driven by the generated magnetic lines of force, which causes
motive power to be output from the output shaft or the input
shaft.
On the other hand, the second rotating machine is formed by a DC
brushless motor, and a rotating shaft thereof is mechanically
connected to the drive wheels. In the above-described power plant,
the respective operating states of the engine, the first rotating
machine, and the second rotating machine are controlled according
to the operating state of the hybrid vehicle, and as a result, the
drive wheels are driven by the motive power generated by these
motive power sources.
CITATION LIST
Patent Literature
[PLT 1]
International Publication Pamphlet No. WO08/018,539
SUMMARY OF INVENTION
According to the above-described conventional power plant, the two
soft magnetic element rows are indispensable in the first rotating
machine, so that the size and manufacturing costs of the first
rotating machine are increased. As a result, this increases the
size and the manufacturing costs of the power plant itself.
Further, due to the structural characteristics of the first
rotating machine, there holds only speed relationship in which a
rotational difference between the first rotor and the second rotor
becomes equal to that between the rotating magnetic field and the
second rotor, the first rotating machine power plant has the
problem of a low degree of freedom in design.
The present invention has been made to provide a solution to the
above-described problems, and an object thereof is to provide a
power plant which is capable of being made more compact in size,
reducing the manufacturing costs thereof and enhancing the degree
of freedom in design.
To attain the object, the invention as claimed in claim 1 provides
a power plant 1, 1A to 1D, for driving a driven part (front wheels
4) by motive power, comprising a heat engine (engine 3), and a
first rotating machine 10 including a stator 16, and a first rotor
14 and a second rotor 15 which are relatively rotatable with
respect to the stator 16, in which one of the first rotor 14 and
the second rotor 15 is mechanically connected to the heat engine
(engine 3), and the other of the first rotor 14 and the second
rotor 15 is mechanically connected to the driven part (front wheels
4), wherein the stator 16 includes an armature row (iron core 16a,
U-phase to W-phase coils 16c to 16e) arranged in a circumferential
direction which is formed by a plurality of armatures (iron core
16a, U-phase to W-phase coils 16c to 16e) arranged in a
circumferential direction, and generates a rotating magnetic field
which rotates in the circumferential direction, by armature
magnetic poles generated in the plurality of armatures in
accordance with supply of electric power, wherein the first rotor
14 includes a magnetic pole row disposed in a manner opposed to the
armature row, the magnetic pole row being formed by a plurality of
magnetic poles (permanent magnets 14a) which are arranged in a
manner spaced from each other in the circumferential direction and
each two adjacent ones of which have polarities different from each
other, wherein the second rotor 15 includes a soft magnetic
material element row disposed between the armature row and the
magnetic pole row, the soft magnetic material element row being
formed by a plurality of soft magnetic material elements (soft
magnetic material cores 15a) which are arranged in a manner spaced
from each other in the circumferential direction, and wherein a
ratio between the number of the armature magnetic poles, the number
of the magnetic poles, and the number of the soft magnetic material
elements is set to 1:m:(1+m)/2 (provided m.noteq.1).
According to this power plant, in the first rotating machine, the
magnetic pole row of the first rotor is arranged in a manner
opposed to the armature row of the stator, and the soft magnetic
material element row of the second rotor is disposed between the
armature row and the magnetic pole row. The soft magnetic material
element row is formed by the plurality of soft magnetic material
elements arranged in a manner spaced from each other in the
circumferential direction, and hence when the rotating magnetic
field is generated in accordance with supply of electric power to
the armature row, the soft magnetic material elements are
magnetized by the armature magnetic poles generated in the
plurality of armatures and the magnetic poles of the first rotor.
At this time, since the plurality of soft magnetic material
elements are spaced from each other, the magnetic lines of force
are generated between the soft magnetic material elements, the
armature poles, and the magnetic pole, which causes electric power
supplied to the armatures to be converted to motive power. Since
the first rotor and the second rotor are rotatable with respect to
the stator, this motive power is output from the first rotor and/or
the second rotor, and since one of the first rotor and the second
rotor is mechanically connected to the heat engine, and the other
is mechanically connected to the driven part, the heat engine
and/or the driven part are/is driven by the motive power.
Now, assuming that a torque equivalent to an electrical angular
velocity of the rotating magnetic field generated by electric power
supplied to the armatures and the supplied electric power is
defined as a driving equivalent torque Te, a relationship between
the driving equivalent torque Te, a torque T1 transmitted to the
first rotor, and a torque T2 transmitted to the second rotor, and a
relationship between the electrical angular velocities of the first
and second rotors and the electrical angular velocity of the
rotating magnetic field are as described below.
First, when the first rotating machine according to the present
invention is constructed such that the following conditions (f1)
and (f2) are satisfied, an equivalent circuit corresponding to the
first rotating machine as constructed above is expressed as shown
in FIG. 30. It should be noted that in the present description, a
pair of an N pole and an S pole is referred to as "a pole pair",
and the number of pole pairs is referred to as "a pole pair
number".
(f1) The armatures have three-phase coils of U-phase, V-phase, and
W-phase.
(f2) The number of the armature magnetic poles is 2, i.e. the polar
pair number of the armature magnetic poles has a value of 1, the
number of the magnetic poles is 4, i.e. the polar pair number of
the magnetic poles has a value of 2, and the number of the soft
magnetic material elements is 3, i.e. first to third soft magnetic
material elements.
In the case of the first rotating machine as constructed above, a
magnetic flux .PSI.k1 of a magnetic pole passing through the first
soft magnetic material element is expressed by the following
equation (1): .PSI.k1=.psi.fcos [2(.theta.2-.theta.1)] (1)
In this equation (1), .phi.f represents the maximum value of the
magnetic flux of the magnetic pole, and .theta.1 and .theta.2
represent a rotational angular position of the magnetic pole and a
rotational angular position of the first soft magnetic material
element, with respect to the U-phase coil. Further, since a ratio
of the pole pair number of the magnetic poles to the pole pair
number of the armature magnetic poles is 2, the magnetic flux of
the magnetic pole rotates (changes) at a repetition period of the
twofold of the repetition period of the rotating magnetic field, so
that in the above-mentioned equation (1), to indicate this fact,
(.theta.2-.theta.1) is multiplied by 2.0.
In this equation, the magnetic flux .PSI.u1 of the magnetic pole
passing through the U-phase coil via the first soft magnetic
material element corresponds to a value obtained by multiplying the
magnetic flux .PSI.k1, expressed by the equation (1), by cos
.theta.2, so that there is obtained the following equation (2):
.PSI.u1=.psi.fcos [2(.theta.2-.theta.1)] cos .theta.2 (2)
Similarly to the above, a magnetic flux .PSI.k2 of a magnetic pole
passing through the second soft magnetic material element is
expressed by the following equation (3):
.PSI..times..times..times..times..psi..times..times..times..theta..times.-
.pi..theta. ##EQU00001##
In this case, the rotational angular position of the second soft
magnetic material element with respect to the armature leads that
of the first soft magnetic material element by 2.pi./3, so that in
the above-mentioned equation (3), to indicate this fact, 2.pi./3 is
added to .theta.2.
Further, the magnetic flux .PSI.u2 of a magnetic pole passing
through the U-phase coil via the second soft magnetic material
element corresponds to a value obtained by multiplying the magnetic
flux .PSI.k2, expressed by the equation (3), by
cos(.theta.2+2.pi./3), so that there is obtained the following
equation (4):
.PSI..times..times..times..times..psi..times..times..function..times..the-
ta..times..pi..theta..times..function..theta..times..pi.
##EQU00002##
By the same method as described above, as an equation for
calculating a magnetic flux .PSI.u3 of a magnetic pole passing
through the U-phase coil via the third soft magnetic material
element, there is obtained the following equation (5):
.PSI..times..times..times..times..psi..times..times..times..theta..times.-
.pi..theta..times..theta..times..pi. ##EQU00003##
In the first rotating machine as shown in FIG. 30, a magnetic flux
.PSI.u of the magnetic pole passing through the U-phase coil via
the three soft magnetic material elements is obtained by adding
.PSI.u1 to .PSI.u3 expressed by the above-mentioned equations (2),
(4) and (5), and hence the magnetic flux .PSI.u is expressed by the
following equation (6):
.PSI..times..times..psi..times..times..function..times..theta..theta..tim-
es..times..times..theta..psi..times..times..times..theta..times..pi..theta-
..times..function..theta..times..times..times..pi..psi..times..times..time-
s..theta..times..pi..theta..times..function..theta..times..pi.
##EQU00004##
Further, when this equation (6) is generalized, the magnetic flux
.PSI.u of the magnetic pole passing through the U-phase coil via
the soft magnetic material elements is expressed by the following
equation (7):
.PSI..times..times..times..psi..times..times..times..function..theta..tim-
es..times..pi..theta..times..times..times..times..function..theta..times..-
times..pi. ##EQU00005##
In this equation (7), a, b and c represent the pole pair number of
magnetic poles, the number of soft magnetic material elements, and
the pole pair number of armature magnetic poles.
Further, when the above equation (7) is changed based on the
formula of the sum and product of the trigonometric function, there
is obtained the following equation (8):
.PSI..times..times..times..psi..times..times..times..function..times..the-
ta..theta..times..times..times..pi..function..times..theta..theta..times..-
times..times..pi. ##EQU00006##
When this equation (8) is rearranged by setting b=a+c, and using
the relationship of cos(.theta.+2.pi.)=cos .theta., there is
obtained the following equation (9):
.PSI..times..times..psi..times..times..function..times..theta..theta..tim-
es..psi..times..times..times..function..times..theta..theta..times..times.-
.times..pi. ##EQU00007##
When this equation (9) is rearranged based on the addition theorem
of the trigonometric function, there is obtained the following
equation (10):
.PSI..times..times..psi..times..times..function..times..theta..theta..psi-
..times..times..function..times..theta..theta..times..times..function..tim-
es..times..times..pi..psi..times..times..function..times..theta..theta..ti-
mes..times..function..times..times..times..pi. ##EQU00008##
When the integral term in the second term on the right side of the
equation (10) is rearranged using the series summation formula and
Euler's formula on condition that a-c.noteq.0, there is obtained
the following equation (11). That is, the second term on the right
side of the equation (10) becomes equal to 0.
.times..function..times..times..times..pi..times..times.e.function..times-
..times..pi..times.e.function..times..times..pi..times..times.e.times..tim-
es..pi..times..times..times..pi.e.times..times..pi..times.e.times..times..-
pi..times.e.function..times..times..pi.e.times..times..pi.e.function..time-
s..times..pi.e.times..times..pi..times.e.times..times..pi.e.times..times..-
pi. ##EQU00009##
Further, when the integral term in the third term on the right side
of the above-mentioned equation (10) is rearranged using the series
summation formula and Euler's formula on condition that that
a-c.noteq.0, there is obtained the following equation (12). That
is, the third term on the right side of the equation (10) also
becomes equal to 0:
.times..function..times..times..times..pi..times..times.e.function..times-
..times..pi..times.e.function..times..times..pi..times..times.e.times..tim-
es..pi..times..times..times..pi.e.times..times..pi..times.e.times..times..-
pi..times.e.function..times..times..pi.e.times..times..pi.e.function..time-
s..times..pi.e.times..times..pi..times.e.times..times..pi.e.times..times..-
pi. ##EQU00010##
From the above, when a-c.noteq.0 holds, the magnetic flux .PSI.u of
the magnetic pole passing through the U-phase coil via the soft
magnetic material elements is expressed by the following equation
(13):
.PSI..times..times..psi..times..times..function..times..theta..theta.
##EQU00011##
In this equation (13), if a ratio between the pole pair number a of
magnetic poles and the pole pair number c of armature magnetic
poles is defined as "a pole pair number ratio .alpha.", .alpha.=a/c
holds, so that when the pole pair number ratio .alpha. is
substituted into the equation (13), there is obtained the following
equation (14):
.PSI..times..times..psi..times..times..function..alpha..times..theta..alp-
ha..theta. ##EQU00012##
Furthermore, in this equation (14), if c.theta.2=.theta.e2 and
c.theta.1=.theta.e1, there is obtained the following equation
(15):
.PSI..times..times..psi..times..times..function..alpha..times..theta..tim-
es..times..times..times..alpha..theta..times..times..times..times.
##EQU00013##
In this equation, since .theta.e2 is a value obtained by
multiplying the rotational angular position .theta.2 of the soft
magnetic material element with respect to the U-phase coil by the
pole pair number c of armature magnetic poles, it represents the
electrical angular position of the soft magnetic material element
with respect to the U-phase coil. Further, since .theta.e1 is a
value obtained by multiplying the rotational angular position
.theta.1 of the magnetic pole with respect to the U-phase coil by
the pole pair number c of armature magnetic poles,
it represents the electrical angular position of the magnetic pole
with respect to the U-phase coil.
Further, since the electrical angular position of the V-phase coil
leads that of the U-phase coil by an electrical angle 2.pi./3, a
magnetic flux .PSI.v of the magnetic pole passing through the
V-phase coil via the soft magnetic material elements is expressed
by the following equation (16):
.PSI..times..times..psi..times..times..alpha..times..theta..times..times.-
.times..times..alpha..theta..times..times..times..times..times..pi.
##EQU00014##
Further, since the electrical angular position of the W-phase coil
lags that of the U-phase coil by an electrical angle 2.pi./3, a
magnetic flux .PSI.w of the magnetic pole passing through the
W-phase coil via the soft magnetic material elements is expressed
by the following equation (17):
.PSI..times..times..psi..times..times..alpha..times..theta..times..times.-
.times..times..alpha..theta..times..times..times..times..times..pi.
##EQU00015##
Next, when the above-mentioned equations (15) to (17) are
differentiated with respect to time, the following equations (18)
to (20) are obtained:
d.PSI..times..times.d.psi..times..times..times..alpha..times..omega..time-
s..times..times..times..alpha..omega..times..times..times..times..times..f-
unction..alpha..times..theta..times..times..times..times..alpha..theta..ti-
mes..times..times..times.d.PSI..times..times.d.psi..times..times..times..a-
lpha..times..omega..times..times..times..times..alpha..omega..times..times-
..times..times..times..alpha..times..theta..times..times..times..times..al-
pha..theta..times..times..times..times..times..pi.d.PSI..times..times.d.ps-
i..times..times..times..alpha..times..omega..times..times..times..times..a-
lpha..omega..times..times..times..times..times..alpha..times..theta..times-
..times..times..times..alpha..theta..times..times..times..times..times..pi-
. ##EQU00016## wherein .omega.e1 denotes a value obtained by
differentiating .theta.e1 with respect to time, i.e. a value
obtained by converting the angular velocity of the first rotor with
respect to the stator to an electrical angular velocity
(hereinafter referred to as "the first rotor electrical angular
velocity), and .omega.e2 denotes a value obtained by
differentiating .theta.e2 with respect to time, i.e. a value
obtained by converting the angular velocity of the second rotor
with respect to the stator to an electrical angular velocity
(hereinafter referred to as "the second rotor electrical angular
velocity).
In this case, magnetic fluxes of the magnet pole that directly pass
through the U-phase to W-phase coils without via the soft magnetic
material elements are very small, and hence influence thereof is
negligible. Therefore, d.PSI.u/dt to d.PSI.w/dt, which are values
obtained by differentiating, with respect to time, the magnetic
fluxes .PSI.u to .PSI.w of the magnetic pole, which pass through
the U-phase to W-phase coils via the soft magnetic material
elements, expressed by the equations (18) to (20), respectively,
represent counter-electromotive force voltages (induced
electromotive voltages), which are generated in the U-phase to
W-phase coils as the magnetic pole and the soft magnetic material
elements rotate with respect to the armature row.
Therefore, electric currents Iu, Iv and Iw, flowing through the
U-phase, V-phase and W-phase coils, respectively, are expressed by
the following equations (21), (22) and (23):
.times..times..function..alpha..times..theta..times..times..times..times.-
.alpha..theta..times..times..times..times..times..times..alpha..times..the-
ta..times..times..times..times..alpha..theta..times..times..times..times..-
times..pi..times..times..alpha..times..theta..times..times..times..times..-
alpha..theta..times..times..times..times..times..pi.
##EQU00017##
wherein I represents the amplitude (maximum value) of each electric
current flowing through each of the U-phase to W-phase coils.
Further, from the above equations (21) to (23), the electrical
angular position .theta.mf of a vector of the rotating magnetic
field with respect to the U-phase coil is expressed by the
following equation (24), and the electrical angular velocity
.omega.mf of the rotating magnetic field with respect to the
U-phase coil (hereinafter referred to as "the magnetic field
electrical angular velocity) is expressed by the following equation
(25): .theta.mf=(.alpha.+1).theta.e2-.alpha..theta.e1 (24)
.omega.mf=(.alpha.+1).omega.e2-.alpha..omega.e1 (25)
Further, the mechanical output (motive power) W, which is output to
the first and second rotors by the flowing of the currents Iu to Iw
through the U-phase to W-phase coils, is represented, provided that
a reluctance-associated portion is excluded therefrom, by the
following equation (26):
d.PSI..times..times.dd.PSI..times..times.dd.PSI..times..times.d
##EQU00018##
When the above-mentioned equations (18) to (23) are substituted
into this equation (26) and the resulting equation is rearranged,
there is obtained the following equation (27):
.psi..times..times..function..alpha..times..omega..times..times..times..t-
imes..alpha..omega..times..times..times..times. ##EQU00019##
On the other hand, the relationship between this mechanical output
W, the above-mentioned first and second rotor transmission torques
T1 and T2, and the first and second rotor electrical angular
velocities .omega.e1 and .omega.e2 is expressed by the following
equation (28): W=T1e1+T2.omega.e2 (28)
As is clear from the above equations (27) and (28), the first and
second rotor transmission torques T1 and T2 are expressed by the
following equations (29) and (30):
.times..times..alpha..psi..times..times..times..times..alpha..psi..times.-
.times. ##EQU00020##
Further, since the electric power supplied to the armature row and
the mechanical output W are equal to each other, provided that
losses are ignored, from the relationship between the equation (25)
and the equation (27), the above-mentioned driving equivalent
torque Te is expressed by the following equation (31):
.psi..times..times. ##EQU00021##
Further, by using the above equations (29) to (31), there is
obtained the following equation (32):
.times..times..alpha..times..times..alpha. ##EQU00022##
In this case, the relationship between the three torques Te, T1,
and T2, expressed by the equation (32), and the relationship
between the three electrical angular velocities .omega.mf,
.omega.e1, and .omega.e2, expressed by the above-mentioned equation
(25), are the same as the relationship between the rotational
speeds and the relationship between the torques in the sun gear,
the ring gear and the carrier of a planetary gear unit. Further, as
described above, on condition that b=a+c and a-c.noteq.0 hold,
there hold the relationship between the electrical angular
velocities, expressed by the equation (25), and the relationship
between the torques, expressed by the equation (32). Here, assuming
that the number of the magnetic poles is p and that of the armature
magnetic poles is q, p=2a and q=2c hold, and hence the above
condition b=a+c is can be rewritten as by b=(p+q)/2, i.e.
b/q=(1+p/q)/2. Further, if the pole number ratio m is defined as
m=p/q, b/q=(1+m)/2 is obtained.
From the above, the fact that the above conditional formula of
b=a+c is satisfied corresponds to the fact that the ratio between
the number of armature magnetic poles, the number of magnetic
poles, and the number of soft magnetic material elements q:p:b is
1:m:(1+m)/2. Further, the fact that the above condition of
a-c.noteq.0 is satisfied represents that q.noteq.p, i.e. the pole
number ratio m is a positive number other than 1. Therefore,
according to the first rotating machine of the present invention,
since the ratio between the number of armature magnetic poles, the
number of magnetic poles, and the number of soft magnetic material
elements is set to 1:m:(1+m)/2 (provided m.noteq.1), and hence
there hold the relationship between the electrical angular
velocities, expressed by the equation (25), and the relationship
between the torques, expressed by the equation (32), whereby it is
possible to operate the first rotating machine by the same
operating characteristics as those of the sun gear, the ring gear
and the carrier of the planetary gear unit (hereinafter referred to
as "the three elements of the planetary gear unit"). In this case,
the pole pair number ratio .alpha. is .alpha.=a/c=(p/2)/(q/2)=p/q,
and hence .alpha.=m holds.
As described above, According to the power plant of the present
invention, it is only required to provide one soft magnet material
element row in the first rotating machine, and hence it is possible
to make the first rotating machine more compact in size and reduce
the manufacturing costs thereof, by corresponding extents. As a
result, it is possible to make the power plant itself more compact
in size and reduce the manufacturing costs of the same.
Furthermore, as is clear from reference to the above-mentioned
equations (25) and (32), depending on the configuration of the pole
pair number ratio .alpha., i.e. the pole number ratio m, it is
possible to freely set the relationship between the three
electrical angular velocities .omega.mf, .omega.e1, and .omega.e2,
and also the relationship between the three torques Te, T1, and T2.
This applies not only when the rotating magnetic field is being
generated by supplying electric power, but also similarly when the
rotating magnetic field is being generated by electric power
generation. In addition to this, as is clear from the equation
(32), as the pole pair number ratio .alpha. is larger, the driving
equivalent torque Te becomes smaller with respect to the first and
second rotor transmission torques T1 and T2. This also applies
similarly when electric power is being generated. Therefore, by
setting the pole pair number ratio .alpha. to a larger value, it is
possible to make the stator more compact in size, and in turn it is
possible to further make the power plant more compact in size. For
the above-described reasons, it is possible to improve the degree
of freedom in design of the first rotating machine, i.e. the power
plant.
Further, based on the equation (25), the relationship between the
three electrical angular velocities .omega.mf, .omega.e1, and
.omega.e2 can be expressed e.g. as shown in FIG. 31. FIG. 31 is a
so-called velocity nomograph, and in this velocity nomograph,
vertical lines which intersect with a horizontal line from a value
of 0 on a vertical axis are for representing respective rotational
speeds of parameters, and distances between white circles on the
respective vertical lines and the horizontal line correspond to the
respective rotational speeds of the parameters.
As is clear from reference to FIG. 31, as the pole pair number
ratio .alpha. is smaller, the distance between a vertical line
representing the magnetic field electrical angular velocity
.omega.mf and a vertical line representing the second rotor
electrical angular velocity .omega.e2 becomes smaller, and hence a
ratio (.DELTA..omega.2/.DELTA..omega.1) of a difference
.DELTA..omega.2 between the second rotor electrical angular
velocity .omega.e2 and the magnetic field electrical angular
velocity .omega.mf to a difference .DELTA..omega.1 between the
first rotor electrical angular velocity .omega.e1 and the second
rotor electrical angular velocity .omega.e2 becomes smaller.
Therefore, in a case where by setting the pole pair number ratio
.alpha. to a smaller value, the second rotor electrical angular
velocity .omega.e2 exceeds the first rotor electrical angular
velocity .omega.e1, it is possible to prevent driving efficiency
and electric power generation efficiency from being lowered due to
losses caused by the magnetic field electrical angular velocity
.omega.mf becoming too high. It should be noted that the same
advantageous effects can be obtained also when the number of phases
of coils of the plurality of armatures is other than the
aforementioned 3 in the first rotating machine.
The invention as claimed in claim 2 is a power plant 1, 1A, 1B as
claimed in claim 1, wherein the first rotor 14 of the first
rotating machine 10 is mechanically connected to the driven part
(front wheels 4), and the second rotor 15 is mechanically connected
to the heat engine (engine 3).
According to the this power plant, it is possible to realize a
power plant which uses the heat engine and the first rotating
machine as motive power sources. Further, as described above, the
relationship between the three electrical angular velocities and
the relationship between the three torques are the same as the
relationships between the speeds and torques in the three elements
of the planetary gear unit, and hence it is possible to transmit
the motive power from the heat engine to the second rotor, the
first rotor, and the driven part in the mentioned order, and change
the state of transmission thereof.
The invention as claimed in claim 3 is a power plant 1B as claimed
in claim 2, further comprising a brake device (electromagnetic
brake 55) for braking rotation of the second rotor 15.
According to this power plant, as described above, the relationship
between the three electrical angular velocities and the
relationship between the three torques in the first rotating
machine are the same as the relationships between the speeds and
torques in the three elements of the planetary gear unit, and hence
e.g. when the heat engine is at rest, if the rotation of the second
rotor is braked by the brake device and electric power is supplied
to the stator of the first rotating machine to thereby the generate
magnetic field, the electric power supplied to the stator is
converted to motive power and then input to the first rotor,
whereby the first rotor is driven for rotation. This makes it
possible to drive the driven part.
The invention as claimed in claim 4 is a power plant 1 as claimed
in claim 2, further comprising a second rotating machine 20
including a rotating shaft (output shaft 13) mechanically connected
to the driven part (front wheels 4) and the first rotor 14.
According to this power plant, the power plant further includes the
second rotating machine having the rotating shaft mechanically
connected to the driven part and the first rotor, and hence by
driving this second rotating machine, it is possible to transmit
motive power from the second rotating machine to the driven part in
addition to motive power from the heat engine and the first
rotating machine, whereby it is possible to drive the driven part
by a driving force larger than that from the power plant according
to claim 2.
The invention as claimed in claim 5 is a power plant 1 as claimed
in claim 4, further comprising a transmission 50 for performing a
speed change operation between the first rotor 14 of the first
rotating machine 10 and the rotating shaft (output shaft) of the
second rotating machine 20, and the driven part (front wheels
4).
According to the this power plant, the power plant further includes
the transmission which performs the speed change operation between
the first rotor of the first rotating machine and the rotating
shaft of the second rotating machine, and the driven part, and
hence by properly setting the transmission ratio of the
transmission, it is possible to make the first rotating machine and
the second rotating machine more compact in size and lower the
rotational speeds thereof. For example, by setting the speed
reducing ratio of the transmission to a large value, it is possible
to set a torque to be transmitted to the transmission via the first
rotating machine and the second rotating machine to a small value,
whereby it is possible to make the first and second rotating
machines more compact in size.
The invention as claimed in claim 6 is a power plant as claimed in
claim 4, further comprising a transmission 51 for performing a
speed change operation between the second rotor 15 of the first
rotating machine 10 and the heat engine (engine 3).
According to the this power plant, the power plant further includes
the transmission which performs the speed change operation between
the second rotor of the first rotating machine and the heat engine,
and hence it is possible to transmit motive power from the heat
engine to the first rotating machine while changing the speed
thereof.
The invention as claimed in claim 7 is a power plant as claimed in
claim 4, wherein the rotating shaft (output shaft 13) of the second
rotating machine 20 is mechanically connected to the first rotor 14
of the first rotating machine 10 and the driven part (front wheels
4) via a transmission 52, and wherein the transmission 52 performs
a speed change operation between the rotating shaft (output shaft
13) of the second rotating machine 20, and the first rotor 14 of
the first rotating machine 10 and the driven part (front wheels
4).
According to the this power plant, the rotating shaft of the second
rotating machine is mechanically connected to the first rotor of
the first rotating machine and the driven part via the
transmission, and the speed change operation between the rotating
shaft of the second rotating machine, and the first rotor of the
first rotating machine and the driven part is performed by the
transmission, and hence by properly setting the transmission ratio
of the transmission, it is possible to make the second rotating
machine more compact in size and lower the rotational speed
thereof. For example, by setting the speed reducing ratio of the
transmission to a large value, it is possible to set the torque to
be transmitted from the second rotating machine to the transmission
to a small value, whereby it is possible to make the second
rotating machine more compact in size.
The invention as claimed in claim 8 is a power plant 1A as claimed
in claim 2, further comprising a second driven part (rear wheels 5)
which is different from the driven part (front wheels 4), and a
second rotating machine 20 mechanically connected to the second
driven part (rear wheels 5).
According to the this power plant, by operating the first rotating
machine and the second rotating machine, it is possible to
separately drive the driven part and the second driven part.
The invention as claimed in claim 9 is a power plant 1A as claimed
in claim 8, further comprising a transmission 53 for performing a
speed change operation between the second rotor 15 of the first
rotating machine 10 and the heat engine (engine 3).
According to the this power plant, the power plant further
comprises the transmission for performing the speed change
operation between the second rotor of the first rotating machine
and the heat engine, and hence it is possible to transmit motive
power from the heat engine to the first rotating machine while
changing the speed thereof.
The invention as claimed in claim 10 is a power plant 1A as claimed
in claim 8 or 9, further comprising a transmission 54 for
performing a speed change operation between the second rotating
machine 20 and the second driven part (rear wheels 5).
According to the this power plant, the power plant further
comprises the transmission for performing the speed change
operation between the second rotating machine and the second driven
part, and hence by properly setting the transmission ratio of this
transmission, it is possible to make the second rotating machine
more compact in size and lower the rotational speed thereof. For
example, by setting the speed reducing ratio of the transmission to
a large value, it is possible to set the torque to be transmitted
from the second rotating machine to the transmission to a small
value, whereby it is possible to make the second rotating machine
more compact in size.
The invention as claimed in claim 11 is a power plant 1C, 1D as
claimed in claim 1, wherein the first rotor 14 of the first
rotating machine 10 is mechanically connected to the heat engine
(engine 3), and the second rotor 15 is mechanically connected to
the driven part (front wheels 4).
According to the this power plant, it is possible to realize a
power plant which uses the heat engine and the first rotating
machine as motive power sources. Further, as described above, the
relationship between three electrical angular velocities and the
relationship between the three torques in the first rotating
machine are the same as the relationships between the rotational
speeds and torques in the three elements of a planetary gear unit,
and hence it is possible to transmit motive power from the heat
engine to the first rotor, the second rotor, and the driven part in
the mentioned order, and change the state of transmission
thereof.
The invention as claimed in claim 12 is a power plant 1C as claimed
in claim 11, further comprising a brake device (second rotating
machine 20) for braking rotation of the first rotor 14.
According to the this power plant, as described above, the
relationship between the three electrical angular velocities and
the relationship between the three torques in the first rotating
machine are quite the same as the relationships between the
rotational speeds and torques in the three elements of the
planetary gear unit, and hence, for example, when the heat engine
is at rest, if the rotation of the first rotor is braked by the
brake device and electric power is supplied to the stator of the
first rotating machine to thereby generate the rotating magnetic
field, the electric power supplied to the stator is converted to
motive power and then input to the second rotor, whereby the second
rotor is driven for rotation. This makes it possible to drive the
driven part.
The invention as claimed in claim 13 is a power plant 1C as claimed
in claim 11, further comprising a second rotating machine 20
including a rotating shaft (output shaft 12) mechanically connected
to the heat engine (engine 3) and the first rotor 14.
According to the this power plant, the power plant further
comprises the second rotating machine having the rotating shaft
mechanically connected to the heat engine and the first rotor, and
hence by operating the second rotating machine, it is possible to
transmit motive power from the second rotating machine to the
driven part in addition to motive power from the heat engine and
the first rotating machine, whereby it is possible to drive the
driven part by a driving force larger than that of the power plant
as recited in claim 11.
The invention as claimed in claim 14 is a power plant 1C as claimed
in claim 13, further comprising a clutch 56 for mechanically
connecting or disconnecting between the first rotor 14 of the first
rotating machine 10 and the rotating shaft (output shaft 12) of the
second rotating machine 20, and the heat engine (engine 3).
According to the this power plant, the power plant further
comprises the clutch which mechanically connects or disconnects
between the first rotor of the first rotating machine and the
rotating shaft of the second rotating machine, and the heat engine,
and hence, when the heat engine is at rest, if the clutch is
actuated to a disconnection size, and at least one of the first
rotating machine and the second rotating machine is subjected to
powering operation, it is possible to transmit motive power from
the first rotating machine and/or the second rotating machine to
the driven part in the state where the heat engine is at rest. This
makes it possible to drive the driven part.
The invention as claimed in claim 15 is a power plant 1C as claimed
in claim 13, further comprising a transmission 57 for performing a
speed change operation between the second rotor 15 of the first
rotating machine 10 and the driven part (front wheels 4).
According to the this power plant, the power plant further
comprises the transmission for performing the speed change
operation between the second rotor of the first rotating machine
and the driven part, and hence by properly setting the transmission
ratio of the transmission, it is possible to make the first
rotating machine and the second rotating machine more compact in
size and lower the rotational speeds thereof. For example, by
setting the speed reducing ratio of the transmission to a large
value, it is possible to set the torque to be transmitted to the
transmission via each of the first rotating machine and the second
rotating machine to a smaller value, whereby it is possible to make
the first and second rotating machines more compact in size.
The invention as claimed in claim 16 is a power plant 1C as claimed
in claim 13, further comprising a transmission 58 for performing a
speed change operation between the rotating shaft (input shaft 12)
of the second rotating machine 20 and the heat engine (engine
3).
According to the this power plant, the power plant further
comprises the transmission for performing the speed change
operation between the rotating shaft of the second rotating machine
and the heat engine, and hence it is possible to transmit motive
power from the heat engine to the second rotating machine while
changing the speed thereof.
The invention as claimed in claim 17 is a power plant 1D as claimed
in claim 11, further comprising a second driven part (rear wheels
5) which is different from the driven part, and a second rotating
machine 20 mechanically connected to the second driven part (rear
wheels).
According to this power plant, it is possible to obtain the same
advantageous effects as provided by the invention according to
claim 8.
BRIEF DESCRIPTION OF DRAWINGS
FIG. 1 A diagram showing the general arrangement of a power plant
according to a first embodiment of the present invention and a
hybrid vehicle to which is applied the power plant.
FIG. 2 A diagram showing the general arrangement of the power plant
according to the first embodiment.
FIG. 3 A cross-sectional view schematically showing the general
arrangement of a first rotating machine and a second rotating
machine.
FIG. 4 A view schematically showing part of an annular
cross-section taken along A-A of FIG. 3 along a circumferential
direction, in a linear representation.
FIG. 5 A velocity nomograph illustrating an example of the
relationship between a magnetic field electrical angular velocity
.omega.MFR, and first and second rotor electrical angular
velocities .omega.ER1 and .omega.ER2.
FIG. 6 Diagrams illustrating the operation of the first rotating
machine in a case where electric power is supplied to a stator in a
state of the first rotor being held unrotatable.
FIG. 7 Diagrams illustrating a continuation of the operation in
FIG. 6.
FIG. 8 Diagrams illustrating a continuation of the operation in
FIG. 7.
FIG. 9 A diagram illustrating the positional relationship between
armature magnetic poles and soft magnetic material cores in a case
where the armature magnetic poles have rotated through an
electrical angle of 2.pi. from the state shown in FIG. 5.
FIG. 10 Diagrams illustrating the operation of the first rotating
machine in a case where electric power is supplied to the stator in
a state of the second rotor being held unrotatable.
FIG. 11 Diagrams illustrating a continuation of the operation in
FIG. 10.
FIG. 12 Diagrams illustrating a continuation of the operation in
FIG. 11.
FIG. 13 A diagram showing an example of the relationship between
three electrical angular velocities and three torques when a pole
pair number ratio .alpha. in the first rotating machine of the
power plant according to the first embodiment is set to a desired
value.
FIG. 14 A diagram showing the relationship between an output ratio
RW and a speed reducing ratio R when the pole pair number ratio
.alpha. in the first rotating machine of the power plant according
to the first embodiment is set to values of 1, 1.5, and 2.
FIG. 15 A diagram showing a variation of the arrangement of the
first rotating machine and the second rotating machine.
FIG. 16 A diagram showing another variation of the arrangement of
the first rotating machine and the second rotating machine.
FIG. 17 A diagram showing an example in which a transmission is
provided in the power plant according to the first embodiment.
FIG. 18 A diagram showing another example in which a transmission
is provided in the power plant according to the first
embodiment.
FIG. 19 A diagram showing still another example in which a
transmission is provided in the power plant according to the first
embodiment.
FIG. 20 A diagram showing the general arrangement of a power plant
according to a second embodiment.
FIG. 21 A diagram showing an example in which a transmission is
provided in the power plant according to the second embodiment.
FIG. 22 A diagram showing the general arrangement of a power plant
according to a third embodiment.
FIG. 23 A diagram showing the general arrangement of a power plant
according to a fourth embodiment.
FIG. 24 A velocity nomograph illustrating an example of the
relationship between three electrical angular velocities and three
torques when the pole pair number ratio .alpha. in a first rotating
machine of the power plant according to the forth embodiment is set
to a desired value.
FIG. 25 A diagram showing the relationship between an output ratio
RW' and the speed reducing ratio R when the pole pair number ratio
.alpha. in the first rotating machine of the power plant according
to the fourth embodiment is set to values of 1, 1.5, and 2.
FIG. 26 A diagram showing an example in which a clutch is provided
in the power plant according to the fourth embodiment.
FIG. 27 A diagram showing an example in which a transmission is
provided in the power plant according to the fourth embodiment.
FIG. 28 A diagram showing another example in which a transmission
is provided in the power plant according to the fourth
embodiment.
FIG. 29 A diagram showing the general arrangement of a power plant
according to a fifth embodiment.
FIG. 30 A diagram showing an equivalent circuit corresponding to
the first rotating machine of the present invention.
FIG. 31 A velocity nomograph illustrating an example of the
relationship between a magnetic field electrical angular velocity
.omega.mf, and first and second rotor electrical angular velocities
.omega.e1 and .omega.e2 in the first rotating machine of the
present invention.
DESCRIPTION OF EMBODIMENTS
Hereafter, a power plant according to a first embodiment of the
present invention will be described with reference to the drawings.
It should be noted that in the following description, the left side
and the right side as viewed in FIGS. 1 to 3 will be referred to as
"left" and "right". As shown in FIGS. 1 and 2, the power plant 1
according to the present embodiment is for driving left and right
front wheels 4 and 4 of a hybrid vehicle (hereinafter referred to
as "the vehicle") 2, and includes an engine 3, a first rotating
machine 10, and a second rotating machine 20, as motive power
sources.
In the vehicle 2, the engine 3 is connected to the first rotating
machine 10, and the first rotating machine 10 and the second
rotating machine 20 are connected to the left and right front
wheels 4 and 4 by a gear mechanism 6, a differential gear mechanism
7, and left and right drive shafts 8 and 8. Thus, as described
hereinafter, the motive power of the engine 3, and the motive
powers of the first rotating machine 10 and the second rotating
machine 20 are transmitted to the front wheels 4 and 4. Further,
the vehicle 2 includes left and right rear wheels 5 and 5, which
are idler wheels. It should be noted that in the present
embodiment, the engine 3 corresponds to a heat engine, and the
front wheels 4 correspond to a driven part, respectively.
The engine 3 is a multicylinder internal combustion engine powered
by gasoline, and the operating conditions thereof are controlled by
an ENG.cndot.ECU 29, referred to hereinafter. The two rotating
machines 10 and 20 and the gear mechanism 6 are all housed in a
drive system housing (not shown) fixed to a cylinder block (not
shown) of the engine 3.
The gear mechanism 6 comprises first and second gear shafts 6a and
6b parallel to an output shaft 13, described hereinafter, of the
first rotating machine 10, the output shaft 13, and four gears 6c
to 6f arranged on the two gear shafts 6a and 6b. The gear 6c is
concentrically fixed to an right end of the output shaft 13, and is
in constant mesh with the gear 6d. The gear 6d is concentrically
and rotatably fitted on the first gear shaft 6a, and is in constant
mesh not only with the above gear 6c but also with the gear 6e
concentrically fixed to a right end of the second gear shaft
6b.
Further, the gear 6f is concentrically fixed to a left end of the
second gear shaft 6b, and is in constant mesh with a gear 7a of the
differential gear mechanism 7. With the above arrangement, the
rotation of the output shaft 13 is transmitted to the differential
gear mechanism 7 via the gear mechanism 6.
Next, a description will be given of the first rotating machine 10
and the second rotating machine 20 with reference to FIGS. 3 and 4.
FIG. 3 schematically shows a cross-sectional arrangement of the
first rotating machine 10 and the second rotating machine 20. FIG.
4 schematically shows part of an annular cross-section taken along
A-A of FIG. 3 along a circumferential direction, in a linear
representation. It should be noted that in the figures, hatching in
cross-sections are omitted for ease of understanding, and this also
applies to FIG. 6 and other figures, referred to hereinafter.
First, a description will be given of the first rotating machine
10. As shown in FIG. 3, the first rotating machine 10 comprises a
casing 11 fixed to the above-mentioned drive system housing, an
input shaft 12 having a left end thereof directly connected to a
crankshaft of the engine 3, the output shaft 13 (rotating shaft)
concentric with the input shaft 12, a first rotor 14 housed in the
casing 11, for rotation in unison with the output shaft 13, a
second rotor 15 housed in the casing 11, for rotation in unison
with the input shaft 12, and a stator 16 fixed to the inner
peripheral surface of a peripheral wall 11c of the casing 11. The
first rotor 14, the second rotor 15, and the stator 16 are arranged
concentrically with each other from the radially inner side toward
the radially outer side.
The casing 11 comprises left and right side walls 11a and 11b, and
the peripheral wall 11c which has a hollow cylindrical shape and is
fixed to the outer peripheral ends of the left and right side walls
11a and 11b. Bearings 11d and 11e are mounted in the central
portions of the left and right side walls 11a and 11b,
respectively, and the input shaft 12 and the output shaft 13 are
rotatably supported by the bearings 11d and 11e, respectively.
Further, the axial motions of the two shafts 12 and 13 are
restricted by thrust bearings, not shown, etc.
The first rotor 14 comprises a turntable portion 14b concentrically
fixed to a left end of the output shaft 13, and a hollow
cylindrical ring portion 14c fixed to an outer end of the turntable
portion 14b. The ring portion 14c is formed of a soft magnetic
material, and on an outer peripheral surface thereof, a permanent
magnet row is disposed along the circumferential direction in a
manner opposed to an iron core 16a of the stator 16. The permanent
magnet row is formed by eight permanent magnets 14a (magnet poles),
as shown in FIG. 4.
The permanent magnets 14a are arranged at equally-spaced intervals
such that each two adjacent ones of the permanent magnets 14a have
polarities different from each other, and each permanent magnet 14a
has an axial length thereof set to a predetermined. It should be
noted that in FIGS. 4, 6, and other figures, referred to
hereinafter, the N pole and S pole of each permanent magnet 14a are
represented by (N) and (S), respectively, and components (e.g. the
casing 11) other than the essential ones are omitted from
illustration for ease of understanding.
On the other hand, the stator 16 is for generating a rotating
magnetic field, and includes the iron core 16a, and U-phase,
V-phase and W-phase coils 16c, 16d, and 16e (see FIG. 4) wound on
the iron core 16a. The iron core 16a, which has a hollow
cylindrical shape formed by laminating a plurality of steel plates,
is fixed to the casing 11, and has an axial length thereof set to
the same length as the permanent magnets 14a.
Further, the inner peripheral surface of the iron core 16a is
formed with twelve slots 16b. The slots 16b extend in the axial
direction, and are arranged at equally-spaced intervals in the
direction of circumference of the first rotor 14 (hereinafter
simply referred to as "circumferentially" or "in the
circumferential direction"). It should be noted that in the present
embodiment, the iron core 16a and the U-phase to W-phase coils 16c
to 16e correspond to an armature and an armature row,
respectively.
Further, the U-phase to W-phase coils 16c to 16e are wound in the
slots 16b by distributed winding (wave winding), and are
electrically connected to a battery 33, referred to hereinafter,
via a 1ST.cndot.PDU 31, referred to hereinafter.
In the stator 16 constructed as described above, when electric
power is supplied from the battery 33, to thereby cause electric
current to flow through the U-phase to W-phase coils 16c to 16e, or
when electric power is generated, as described hereinafter, four
magnetic poles are generated at ends of the iron core 16a toward
the first rotor 14 at circumferentially equally-spaced intervals
(see FIG. 6), and a rotating magnetic field caused by the magnetic
poles rotates in the circumferential direction. Hereinafter, the
magnetic poles generated on the iron core 16a are referred to as
the "armature magnetic poles". In this case, each two armature
magnetic poles which are circumferentially adjacent to each other
have polarities different from each other. It should be noted that
in FIG. 6 and other figures, referred to hereinafter, the N pole
and S pole of the armature magnetic poles are represented by (N)
and (S), similarly to the N pole and S pole of each permanent
magnet 14a.
On the other hand, the second rotor 15 comprises a turntable
portion 15b fixed to a right end of the input shaft 12, a
supporting portion 15c which extends from an outer end of the
turntable portion 15b toward the second rotating machine 20, and a
soft magnetic material core row fixed to the supporting portion
15c, which is disposed between the permanent magnet row of the
first rotor 14 and the iron core 16a of the stator 16. The soft
magnetic material core row is formed by six soft magnetic material
cores 15a formed of a soft magnetic material (e.g. laminate of
steel plates).
The soft magnetic material cores 15a are arranged at
circumferentially equally-spaced intervals, and are spaced from the
permanent magnets 14a and the iron core 16a by predetermined
distances. Further, the soft magnetic material core 15a has an
axial length thereof set to the same length as the permanent
magnets 14a and the iron core 16a of the stator 16.
Now, a description will be given of the operating principles of the
first rotating machine 10 constructed as described above. As
described hereinabove, the first rotating machine 10 includes the
four armature magnetic poles, the eight magnetic poles of the
permanent magnets 14a (hereinafter referred to as the "magnet
magnetic poles"), and the six soft magnetic material cores 15a, and
hence the ratio between the number of the armature magnetic poles,
the number of the magnet magnetic poles, and the number of the soft
magnetic material cores 15a (hereinafter referred to as the
"element number ratio") is set to 4:8:6=1:2:1.5=1:2:(1+2)/2. This
element number ratio corresponds to the one assumed when the
aforementioned pole number ratio m (=pole pair number ratio
.alpha.) is set to 2, and hence, as is clear from the
aforementioned equations (18) to (20), when the first rotor 14 and
the second rotor 15 rotate with respect to the stator 16, a
counter-electromotive force voltage generated along therewith by
the U-phase coil 16c (hereinafter referred to as the "U-phase
counter-electromotive force voltage Vcu"), a counter-electromotive
force voltage generated along therewith by the V-phase coil 16d
(hereinafter referred to as the "V-phase counter-electromotive
force voltage Vcv"), and a counter-electromotive force voltage
generated along therewith by the W-phase coil 16e (hereinafter
referred to as the "W-phase counter-electromotive force voltage
Vcw") are expressed by the following equations (33), (34) and
(35).
.psi..times..times..function..omega..times..times..times..times..omega..t-
imes..times..times..times..times..function..theta..times..times..times..ti-
mes..theta..times..times..times..times..psi..times..times..function..omega-
..times..times..times..times..omega..times..times..times..times..times..fu-
nction..theta..times..times..times..times..theta..times..times..times..tim-
es..times..pi..psi..times..times..function..omega..times..times..times..ti-
mes..omega..times..times..times..times..times..function..theta..times..tim-
es..times..times..theta..times..times..times..times..times..pi.
##EQU00023##
In these equations, .phi.F represents the maximum value of magnetic
fluxes of the magnet magnetic poles. Further, .theta.ER1 represents
a first rotor electrical angle, which is a value obtained by
converting a rotational angle position of a specific permanent
magnet 14a of the first rotor 14 with respect to a specific U-phase
coil 16c (hereinafter referred to as the "reference coil") to an
electrical angular position. More specifically, the first rotor
electrical angle .theta.ER1 is a value obtained by multiplying the
rotational angle position of the specific permanent magnet 14a by a
pole pair number of the armature magnetic poles, i.e. a value of 2.
Further, .theta.ER2 represents a second rotor electrical angle,
which is a value obtained by converting a rotational angle position
of a specific soft magnetic material core 15a of the second rotor
15 with respect to the aforementioned reference coil to an
electrical angular position. More specifically, the second rotor
electrical angle .theta.ER2 is a value obtained by multiplying the
rotational angle position of this specific soft magnetic material
core 15a by a pole pair number (value of 2) of the armature
magnetic poles.
Further, .omega.ER1 in the equations (33) to (35) represents a
first rotor electrical angular velocity which is a value obtained
by differentiating .theta.ER1 with respect to time, i.e. a value
obtained by converting an angular velocity of the first rotor 14
with respect to the stator 16 to an electrical angular velocity.
Furthermore, .omega.ER2 represents a second rotor electrical
angular velocity which is a value obtained by differentiating
.theta.ER2 with respect to time, i.e. a value obtained by
converting an angular velocity of the second rotor 15 with respect
to the stator 16 to an electrical angular velocity.
Further, as for the first rotating machine 10, the element number
ratio is set as mentioned above, and hence, as is clear from the
aforementioned equations (21) to (23), a current flowing through
the U-phase coil 16c (hereinafter referred to as the "U-phase
current Iu"), a current flowing through the V-phase coil 16d
(hereinafter referred to as the "V-phase current Iv"), and a
current flowing through the W-phase coil 16e (hereinafter referred
to as the "W-phase current Iw") are expressed by the following
equations (36), (37) and (38), respectively.
.function..theta..times..times..times..times..theta..times..times..times.-
.times..function..theta..times..times..times..times..theta..times..times..-
times..times..times..pi..function..theta..times..times..times..times..thet-
a..times..times..times..times..times..pi. ##EQU00024##
In these equations (36) to (38), I represents the amplitude
(maximum value) of each electric current flowing through the
U-phase to W-phase coils 16c to 16e.
Furthermore, as for the first rotating machine 10, the element
number ratio is set as mentioned above, and hence, as is clear from
the aforementioned equations (24) and (25), the electrical angular
position of a vector of the rotating magnetic field of the stator
16 with respect to the reference coil (hereinafter referred to as
the "magnetic field electrical angular position") .theta.MFR is
expressed by the following equation (39), and the electrical
angular velocity of the rotating magnetic field with respect to the
stator 16 (hereinafter referred to as the "magnetic field
electrical angular velocity") .omega.MFR is expressed by the
following equation (40): .theta.MFR=3.theta.ER2-2.theta.ER1 (39)
.omega.MFR=3.omega.ER2-2.omega.ER1 (40)
From the above, as for the first rotating machine 10, the
relationship between the magnetic field electrical angular velocity
.omega.MFR, the first rotor electrical angular velocity .omega.ER1,
and the second rotor electrical angular velocity .omega.ER2 is
illustrated e.g. as in FIG. 5.
Further, assuming that a torque equivalent to electric power
supplied to the stator 16 and the magnetic field electrical angular
velocity .omega.MFR is a driving equivalent torque TSE, as is clear
from the aforementioned pole number ratio and the aforementioned
equation (32), the relationship between the driving equivalent
torque TSE, a torque transmitted to the first rotor 14 (hereinafter
referred to as the "first rotor transmission torque") TR1, and a
torque transmitted to the second rotor 15 (hereinafter referred to
as the "second rotor transmission torque") TR2 is expressed by the
following equation (41):
.times..times..times..times. ##EQU00025##
The relationship of the three electrical angular velocities
.omega.MFR, .omega.ER1, and .omega.ER2, expressed by the equation
(40), and the relationship between the three torques TSE, TR1, and
TR2, expressed by the equation (41) are the same as the
relationship between the rotational speed of a sun gear, that of a
ring gear, and that of a carrier of a planetary gear unit
(hereinafter referred to as "the three elements of the planetary
gear unit") having a gear ratio between the sun gear and the ring
gear set to 1:2, and the relationship between torques of the
same.
Next, a more specific description will be given of an operation
performed by the first rotating machine 10 when electric power
supplied to the stator 16 is converted to motive power and is
output from the first rotor 14 and the second rotor 15. First, a
case where electric power is supplied to the stator 16 in a state
in which the first rotor 14 is held unrotatable will be described
with reference to FIGS. 6 to 8. It should be noted that in FIGS. 6
to 8, one specific armature magnetic pole and one specific soft
magnetic material core 15a are indicated by hatching for ease of
understanding.
First, as shown in FIG. 6(a), from a state where the center of a
soft magnetic material core 15a at a left end as viewed in the
figure and the center of a permanent magnet 14a at a left end as
viewed in the figure are circumferentially coincident with each
other, and the center of a third soft magnetic material core 15a
from the soft magnetic material core 15a and the center of a fourth
permanent magnet 14a from the permanent magnet 14a are
circumferentially coincident with each other, the rotating magnetic
field is generated such that it rotates leftward, as viewed in the
figure. At the start of generation of the rotating magnetic field,
the positions of armature magnetic poles that have the same
polarity are made circumferentially coincident with the centers of
ones of the permanent magnets 14a the centers of which are
coincident with the centers of the soft magnetic material cores
15a, and the polarity of these armature magnetic poles is made
different from the polarity of the magnet magnetic poles of these
permanent magnets 14a.
When the rotating magnetic field is generated by the stator 16
between the same and the first rotor 14 in this state, since the
second rotor 15 having the soft magnetic material cores 15a is
disposed between the stator 16 and the first rotor 14, the soft
magnetic material cores 15a are magnetized by the armature magnetic
poles and the magnet magnetic poles, and accordingly, since the
soft magnetic material cores 15a are provided with spacings,
magnetic lines of force ML are generated in a manner connecting
between the armature magnetic poles, the soft magnetic material
cores 15a, and the magnet magnetic poles.
In the state shown in FIG. 6(a), the magnetic lines of force ML are
generated in a manner connecting armature magnetic poles, soft
magnetic material cores 15a, and magnet magnetic poles, respective
circumferential positions of which are coincident with each other,
and at the same time in a manner connecting armature magnetic
poles, soft magnetic material cores 15a, and magnet magnetic poles,
which are adjacent to the above-mentioned armature magnetic pole,
soft magnetic material core 15a, and magnet magnetic pole,
respectively, on circumferentially opposite sides thereof. Further,
in this state, since the magnetic lines of force ML are straight,
no magnetic forces for circumferentially rotating the soft magnetic
material cores 15a act on the soft magnetic material cores 15a.
When the armature magnetic poles rotate from the positions shown in
FIG. 6(a) to respective positions shown in FIG. 6(b) in accordance
with rotation of the rotating magnetic field, the magnetic lines of
force ML are bent, and accordingly magnetic forces act on the soft
magnetic material cores 15a in such a manner that the magnetic
lines of force ML are made straight. In this case, the magnetic
lines of force ML are bent at the soft magnetic material cores 15a
on which the magnetic forces act in a manner curved convexly in an
opposite direction to a direction of rotation of the rotating
magnetic field (hereinafter, this direction is referred to as "the
magnetic field rotation direction") with respect to associated
straight lines connecting between the armature magnetic poles and
the magnet magnetic poles. Therefore, the magnetic forces caused by
the magnetic lines of force ML act on the soft magnetic material
cores 15a to drive the same in the magnetic field rotation
direction. This drives the soft magnetic material cores 15a in the
magnetic field rotation direction, whereby the soft magnetic
material cores 15a rotate to respective positions shown in FIG.
6(c), and the second rotor 15 provided with the soft magnetic
material cores 15a also rotates in the magnetic field rotation
direction. It should be noted that broken lines in FIGS. 6(b) and
6(c) indicate that the magnetic flux amount of the magnetic lines
of force ML is very small, and the magnetic connection between the
armature magnetic poles, the soft magnetic material cores 15a, and
the magnet magnetic poles is weak. This also applies to other
figures, referred to hereinafter.
As the rotating magnetic field further rotates, a sequence of the
above-described operations, that is, the operations that "the
magnetic lines of force ML are bent at the soft magnetic material
cores 15a in a manner curved convexly in the direction opposite to
the magnetic field rotation direction.fwdarw.the magnetic forces
act on the soft magnetic material cores 15a in such a manner that
the magnetic lines of force ML are made straight.fwdarw.the soft
magnetic material cores 15a and the second rotor 15 rotate in the
magnetic field rotation direction" are repeatedly performed as
shown in FIGS. 7(a) to 7(d) and FIGS. 8(a) and 8(b). As described
above, in a case where electric power is supplied to the stator 16
in a state of the first rotor 14 being held unrotatable, the action
of the magnetic forces caused by the magnetic lines of force ML
converts electric power supplied to the stator 16 to motive power,
and the motive power is output from the second rotor 15.
FIG. 9 shows a state in which the armature magnetic poles have
rotated from the FIG. 6(a) state through an electrical angle of
2.pi.. As is apparent from a comparison between FIG. 9 and FIG.
6(a), it is understood that the soft magnetic material cores 15a
have rotated in the same direction through 1/3 of a rotational
angle of the armature magnetic poles. This agrees with the fact
that by substituting
.omega.ER1=0 into the aforementioned equation (40),
.omega.ER2=.omega.MFR/3 is obtained.
Next, an operation in the case where electric power is supplied to
the stator 16 in a state in which the second rotor 15 is held
unrotatable will be described with reference to FIGS. 10 to 12. It
should be noted that in FIGS. 10 to 12, one specific armature
magnetic pole and one specific permanent magnet 14a are indicated
by hatching for ease of understanding.
First, as shown in FIG. 10(a), similarly to the case shown in FIG.
6(a), from a state where the center of a soft magnetic material
core 15a at the left end as viewed in the figure and the center of
a permanent magnet 14a at the left end as viewed in the figure are
circumferentially coincident with each other, and the center of a
third soft magnetic material core 15a from the soft magnetic
material core 15a at the left end and the center of a fourth
permanent magnet 14a from the permanent magnet 14a at the left end
are circumferentially coincident with each other, the rotating
magnetic field is generated such that it rotates leftward, as
viewed in the figure. At the start of generation of the rotating
magnetic field, the positions of armature magnetic poles that have
the same polarity are made circumferentially coincident with the
centers of ones of the permanent magnets 14a the centers of which
are coincident with the centers of the soft magnetic material cores
15a, and the polarity of these armature magnetic poles is made
different from the polarity of the magnet magnetic poles of these
permanent magnets 14a.
In the state shown in FIG. 10(a), similarly to the case shown in
FIG. 6(a), magnetic lines of force ML are generated in a manner
connecting armature magnetic poles, soft magnetic material cores
15a and magnet magnetic poles, respective circumferential positions
of which are coincident with each other, and at the same time in a
manner connecting armature magnetic poles, soft magnetic material
cores 15a and magnet magnetic poles which are adjacent to the
above-mentioned armature magnetic poles, soft magnetic material
cores 15a, and magnet magnetic poles, respectively, on
circumferentially opposite sides thereof. Further, in this state,
since the magnetic lines of force ML are straight, no magnetic
forces for circumferentially rotating the soft magnetic material
cores 15a act on the soft magnetic material cores 15a.
When the armature magnetic poles rotate from the positions shown in
FIG. 10(a) to respective positions shown in FIG. 10(b) in
accordance with rotation of the rotating magnetic field, the
magnetic lines of force ML are bent, and accordingly magnetic
forces act on the permanent magnets 14a in such a manner that the
magnetic lines of force ML are made straight. In this case, the
permanent magnets 14a are each positioned forward of a line of
extension from an armature magnetic pole and a soft magnetic
material core 15a which are connected to each other by an
associated one of the magnetic lines of force ML, in the magnetic
field rotation direction, and therefore the magnetic forces caused
by the magnetic lines of force ML act on the permanent magnets 14a
such that each permanent magnet 14a is caused to be positioned on
the extension line, i.e. such that the permanent magnet 14a is
driven in a direction opposite to the magnetic field rotation
direction. This drives the permanent magnets 14a in a direction
opposite to the magnetic field rotation direction, whereby the
permanent magnets 14a rotate to respective positions shown in FIG.
10(c), and the first rotor 14 provided with the permanent magnets
14a also rotates in the direction opposite to the magnetic field
rotation direction.
As the rotating magnetic field further rotates, a sequence of the
above-described operations, that is, the operations that "the
magnetic lines of force ML are bent and the permanent magnets 14a
are each positioned forward of a line of extension from an armature
magnetic pole and a soft magnetic material core 15a which are
connected to each other by an associated one of the magnetic lines
of force ML, in the magnetic field rotation direction.fwdarw.the
magnetic forces act on the permanent magnets 14a in such a manner
that the magnetic lines of force ML are made straight.fwdarw.the
permanent magnets 14a and the first rotor 14 rotate in the
direction opposite to the magnetic field rotation direction" are
repeatedly performed as shown in FIGS. 11(a) to 11(d) and FIGS.
12(a) and 12(b). As described above, in a case where electric power
is supplied to the stator 16 in a state of the second rotor 15
being held unrotatable, the action of the magnetic forces caused by
the magnetic lines of force ML converts electric power supplied to
the stator 16 to motive power, and the motive power is output from
the first rotor 14.
FIG. 12(b) shows a state in which the armature magnetic poles have
rotated from the FIG. 10(a) state through an electrical angle of
2.pi.. As is apparent from a comparison between FIG. 12(b) and FIG.
10(a), it is understood that the permanent magnets 14a have rotated
in the opposite direction through 1/2 of a rotational angle of the
armature magnetic poles. This agrees with the fact that by
substituting
.omega.ER2=0 into the aforementioned equation (40),
-.omega.ER1=.omega.MFR/2 is obtained.
As described above, in the first rotating machine 10 of the present
embodiment, when the rotating magnetic field is generated by
supplying electric power to the stator 16, the aforementioned
magnetic lines of force ML are generated in a manner connecting
between the magnet magnetic poles, the soft magnetic material cores
15a and the armature magnetic poles, and the action of the magnetic
forces caused by the magnetic lines of force ML converts the
electric power supplied to the armatures to motive power, and the
motive power is output from the first rotor 14 and the second rotor
15. In this case, the relationship as expressed by the
aforementioned equation (40) holds between the magnetic field
electrical angular velocity .omega.MFR, and the first and second
rotor electrical angular velocities .omega.ER1 and .omega.ER2, and
the relationship as expressed by the aforementioned equation (41)
holds between the driving equivalent torque TSE, and the first and
second rotor transmission torques TR1 and TR2. The relationship
between the three torques TSE, TR1 and TR2, and the relationship
between the three electrical angular velocities .omega.MFR,
.omega.ER1 and .omega.ER2 are the same as the relationships between
the torques and rotational speeds of the three elements of the
planetary gear unit.
Therefore, if the first rotor 14 and/or the second rotor 15 are/is
caused to rotate with respect to the stator 16 by supplying motive
power to the first rotor 14 and/or the second rotor 15 without
electric power being supplied to the stator 16, electric power is
generated by the stator 16, and a rotating magnetic field is
generated. In this case, magnetic lines of force ML are generated
in a manner connecting between the magnet magnetic poles, the soft
magnetic material elements, and the armature magnetic poles, and
the action of the magnetic forces caused by the magnetic lines of
force ML causes the relationship of the electrical angular
velocities shown in the equation (40) and the relationship of the
torques shown in the equation (41) to hold. That is, assuming that
a torque equivalent to the generated electric power and the
magnetic field electrical angular velocity .omega.MFR is an
electric power-generating equivalent torque TGE, there also holds
the relationship expressed by the equation (41) in which "TSE" is
replaced by "TGE" between this electric power-generating equivalent
torque TGE, and the first and second rotor transmission torques TR1
and TR2.
As described above, as for the first rotating machine 10 of the
present embodiment, the relationship between the three torques and
the relationship between the three electrical angular velocities
are the same as the relationships between the torques and
rotational speeds of the three elements of the planetary gear unit,
and hence it is possible to drive the first rotating machine 10 by
the same operation characteristics as those of the planetary gear
unit.
Next, a description will be given of the second rotating machine
20. The second rotating machine 20 is formed by a DC brushless
motor, and as shown in FIG. 3, includes a casing 21 fixed to the
above-mentioned drive system housing, a rotor 22 housed in the
casing 21 and concentrically fixed to the output shaft 13, a stator
23 fixed to the inner peripheral surface of a peripheral wall 21c
of the casing 21, and so forth.
The casing 21 comprises left and right side walls 21a and 21b, and
the hollow cylindrical peripheral wall 21c which has a hollow
cylindrical shape and is fixed to outer peripheral ends of the left
and right side walls 21a and 21b. Bearings 21d and 21e are mounted
in the inner ends of the left and right side walls 21a and 21b,
respectively, and the output shaft 13 is rotatably supported by the
bearings 21d and 21e.
The rotor 22 comprises a turntable portion 22a concentrically fixed
to the output shaft 13, and a hollow cylindrical ring portion 22b
fixed to an outer end of the turntable portion 22a. The ring
portion 22b is formed of a soft magnetic material, and a permanent
magnet row is disposed on an outer peripheral surface of the ring
portion 22b along the circumferential direction. The permanent
magnet row is formed by a predetermined number of permanent magnets
22c, and the permanent magnets 22c are arranged at the same angular
intervals of a predetermined angle such that each two adjacent ones
of the permanent magnets 22c have polarities different from each
other.
The stator 23 has a plurality of armatures 23a arranged on the
inner peripheral surface of the peripheral wall 21c of the casing
21 along the circumferential direction. The armatures 23a, which
generate a rotating magnetic field, are arranged at the same
angular intervals of a predetermined angle, and are electrically
connected to the battery 33 via a 2ND.cndot.PDU 32, described
hereinafter.
On the other hand, as shown in FIG. 2, the power plant 1 comprises
the ENG.cndot.ECU 29 for mainly controlling the engine 3, and an
MOT.cndot.ECU 30 for mainly controlling the first rotating machine
10 and the second rotating machine 20. The ECUs 29 and 30 are
implemented by microcomputers, not shown, each comprising a RAM, a
ROM, a CPU, and an I/O interface (none of which are shown).
To the ENG.cndot.ECU 29 are connected various sensors, such as a
crank angle sensor, a drive shaft rotational speed sensor, an
accelerator pedal opening sensor, and a vehicle speed sensor (none
of which are shown). The ENG.cndot.ECU 29 calculates an engine
speed NE, a rotational speed ND of the drive shaft 8 (hereinafter
referred to as "the drive shaft speed ND"), an accelerator pedal
opening AP (an operation amount of an accelerator pedal, not
shown), a vehicle speed VP, and so forth, based on the detection
signals output from these various sensors, and drives fuel
injection valves and spark plugs according to these parameters, to
thereby control the operation of the engine 3. Further, the
ENG.cndot.ECU 29 is electrically connected to the MOT.cndot.ECU 30
and transmit and receive data of the engine speed NE, the drive
shaft speed ND, etc., to and from the MOT.cndot.ECU 30.
On the other hand, to the MOT.cndot.ECU 30 are connected the
1ST.cndot.PDU 31, the 2ND.cndot.PDU 32, a first rotational angle
sensor 35, and a second rotational angle sensor 36. The
1ST.cndot.PDU 31 is implemented by an electric circuit including an
inverter and so forth, and is connected to the first rotating
machine 10 and the battery 33. Further, similarly to the
1ST.cndot.PDU 31, the 2ND.cndot.PDU 32 is also implemented by an
electric circuit including an inverter and so forth, and is
connected to the second rotating machine 20 and the battery 33.
Further, the first rotational angle sensor 35 detects the
rotational angle of the first rotor 14 with respect to the stator
16, and delivers a signal indicative of the detected rotational
angle to the MOT.cndot.ECU 30. Further, the second rotational angle
sensor 36 detects the rotational angle of the second rotor 15 with
respect to the stator 16, and delivers a signal indicative of the
detected rotational angle to the MOT.cndot.ECU 30. The
MOT.cndot.ECU 30 controls the operating conditions of the two
rotating machines 10 and 20 based on the detection signals from
these sensors and various kinds of data from the above-mentioned
ENG.cndot.ECU 29, as described hereafter.
Next, a description will be given of the method of controlling the
first rotating machine 10 and the second rotating machine 20 using
the MOT.cndot.ECU 30. First, a description will be given of engine
start control performed for starting the engine during stoppage of
the vehicle 2. In this control, in a case where the engine 3 is at
rest and the vehicle 2 is at a stop, when predetermined
engine-starting conditions are satisfied (e.g. an ignition switch,
not shown, is switched from an off state to an on state), the
MOT.cndot.ECU 30 supplies electric power from the battery 33 to the
first rotating machine 10 via the 1ST.cndot.PDU 31, to cause the
stator 16 to generate the rotating magnetic field. In this case, in
the first rotating machine 10, the first rotor 14 is mechanically
connected to the front wheels 4, and the second rotor 15 is
mechanically connected to the crankshaft of the engine 3, and
therefore when the vehicle 2 is at a stop with the engine stopped,
the rotational resistance of the first rotor 14 becomes much larger
than that of the second rotor 15, which causes the second rotor 15
to be driven in the rotating direction of the rotating magnetic
field with the first rotor 14 remaining at rest. As a result, the
second rotor 15 is driven along with the rotation of the rotating
magnetic field, whereby the engine 3 can be started.
Further, in a case where the vehicle is at a stop with the engine 3
in operation, when predetermined vehicle-starting conditions are
satisfied (e.g. when a brake pedal, not shown, is not operated, and
the accelerator pedal opening AP is not lower than a predetermined
value), vehicle start control is executed. First, when the vehicle
2 is at a stop, the output shaft 13, i.e. the first rotor 14 is in
a state in which rotation thereof is stopped, so that all the
motive powers caused by the engine 3 are transmitted to the stator
16 of the first rotating machine 10 via magnetic lines of force to
cause the stator 16 to generate the rotating magnetic field,
whereby an induced electromotive force (i.e. counter-electromotive
force voltage) is generated. The MOT.cndot.ECU 30 controls current
supplied to the stator 16 to thereby regenerate electric power from
the induced electromotive force caused by the stator 16, and
supplies all the regenerated electric power to the second rotating
machine 20 via the 1ST.cndot.PDU 31 and the 2ND.cndot.PDU 32. As a
result, the output shaft 13 is driven by the rotor 22 of the second
rotating machine 20, to drive the front wheels 4 and 4, whereby the
vehicle 2 is started. After the vehicle 2 is started, the
MOT.cndot.ECU 30 causes the electric power regenerated by the first
rotating machine 10 to be progressively reduced as the vehicle
speed increases, and at the same time causes the regenerated
electric power to be supplied to the second rotating machine
20.
Further, when the vehicle 2 is traveling with the engine 3 in
operation, speed change control is executed. In the speed change
control, depending on operating conditions of the engine 3 (e.g.
the engine speed NE, the accelerator pedal opening AP, etc.) and/or
traveling conditions of the vehicle 2 (e.g. the vehicle speed VP),
the first rotating machine 10 is controlled such that a ratio
between part of motive power output from the engine 3, which is
transmitted via the first rotor 14 to the front wheels 4, and part
of the same, from which electric power is regenerated by the first
rotating machine 10, is changed, and the second rotating machine 20
is controlled by supplying the regenerated electric power thereto.
In this case, since the first rotating machine 10 can be operated
by operating characteristics similar to those of a planetary gear
unit, as mentioned hereinabove, by controlling the first rotating
machine 10 as described above and controlling the second rotating
machine 20 by supplying the electric power regenerated by the first
rotating machine 10 to the second rotating machine 20, provided
that electrical losses are ignored, it is possible to change the
ratio between the rotational speed of the second rotor 15 and the
rotational speed of the output shaft 13, in other words, the ratio
between the engine speed NE and the drive shaft speed ND as desired
while transmitting all the motive power from the engine 3 to the
front wheels 4 via the first rotating machine 10 and the second
rotating machine 20. In short, by controlling the two rotating
machines 10 and 20, it is possible to realize the functions of an
automatic transmission.
Further, during the speed change control, when predetermined motive
power-transmitting conditions are satisfied (e.g. the engine speed
NE and the accelerator pedal opening AP are in a predetermined
region), the regeneration of electric power by the first rotating
machine 10 is stopped, and the rotational speed of rotating
magnetic field of the stator 16 is controlled to 0 by supplying
lock current to the stator 16 or executing phase-to-phase short
circuit control of the first rotating machine 10. When such control
is performed, insofar as the motive power from the engine 3 is
within a range capable of being transmitted by magnetism, it is
possible to transmit all the motive power from the engine 3 to the
front wheels 4 by magnetism, so that it is possible to enhance
power transmission efficiency, compared with the case in which
electric power regenerated by the first rotating machine 10 is
caused to be supplied to the second rotating machine 20 via the
2ND.cndot.PDU 32.
On the other hand, in a case where the vehicle 2 is traveling with
the engine 3 in operation (including when the engine 3 is in a
decelerating fuel-cut operation), when a remaining charge SOC of
the battery 33 is not higher than a predetermined value SOC_REF
(e.g. 50%), the electric power regenerated by the first rotating
machine 10 and/or the second rotating machine 20 is controlled to
execute charge control for charging the battery 33. This makes it
possible to secure sufficient remaining charge SOC of the battery
33.
Further, in a case where the engine 3 is in operation, when
predetermined assist conditions (e.g. when the vehicle 2 starts
uphill, is traveling uphill, or is accelerating) are satisfied,
assist control is executed. More specifically, by supplying
electric power from the battery 33 to the first rotating machine 10
and/or the second rotating machine 20, the first rotating machine
10 and/or the second rotating machine 20 are controlled such that
motive power from the first rotating machine 10 and/or the second
rotating machine 20, and motive power from the engine 3 are
transmitted to the front wheels 4. With this control, in addition
to the engine 3, the first rotating machine 10 and/or the second
rotating machine 20 are/is used as motive power sources, whereby
the vehicle 2 can perform assist traveling or assist starting.
Further, in a case where the engine 3 is at rest and the vehicle 2
is at a stop, when predetermined rotating machine-driven
vehicle-starting conditions are satisfied (e.g. when the
accelerator pedal opening AP is not lower than a predetermined
value and the remaining charge SOC of the battery 33 is higher than
the predetermined value SOC_REF with the brake pedal being not
operated), the rotating machine-driven start control is executed.
More specifically, electric power is simultaneously supplied from
the battery 33 to the first rotating machine 10 and the second
rotating machine 20 while the engine 3 is held at rest, whereby the
two rotating machines 10 and 20 are simultaneously driven. At this
time, the output shaft 13 starts to rotate simultaneously with the
start of rotation of the second rotating machine 20, and in the
first rotating machine 10, the rotational resistance of the second
rotor 15 connected to the stopped engine 3 becomes considerably
larger than that of the first rotor 14. As a result, by causing the
stator 16 to generate rotating magnetic fields, the first rotor 14
can be driven, and the vehicle 2 can be started by the motive power
from the first rotating machine 10 and the second rotating machine
20. It should be noted that if the rotational resistance of the
engine 3 is insufficient, the engine 3 may be locked, or a device
for increasing the rotational resistance may be provided.
As described above, according to the power plant 1 of the present
embodiment, the engine 3, the first rotating machine 10 and the
second rotating machine 20 are used as motive power sources,
whereby it is possible to drive the vehicle 2. Further, the first
rotating machine 10 is only required to be configured to include
only one soft magnetic material element row, so that it is possible
to make the first rotating machine 10 more compact in size and
reduce the manufacturing costs thereof. As a result, it is possible
to make the power plant 1 itself more compact in size and reduce
the manufacturing costs thereof, and it is possible to improve the
degree of freedom in design. Further, as is clear from the
above-mentioned equations (40) and (41), depending on the setting
of the pole pair number ratio .alpha., i.e. the pole number ratio m
in the first rotating machine 10, it is possible to freely set the
relationship between the three electrical angular velocities
.omega.MFR, .omega.ER1, and .omega.ER2, and the relationship
between the three torques TSE, TR1, and TR2. As a result, it is
possible to further improve the degree of freedom in design.
Next, a description will be given of changes in torques when the
pole pair number ratio .alpha. (=pole number ratio m) of the first
rotating machine 10 is changed in the power plant 1 according to
the first embodiment. More specifically, a description will be
given of a case where when the vehicle 2 is traveling with the
engine 3 in operation, electric power is regenerated from part of
motive power from the engine 3 by the first rotating machine 10,
and the regenerated electric power is supplied to the second
rotating machine 20 to thereby perform powering control of the
second rotating machine 20, by way of example.
First, in the power plant 1, it is assumed that the pole pair
number ratio .alpha. of the first rotating machine 10 is set to a
desired value other than a value of 1, and the drive wheels are
directly connected to the output shaft 13. In this case, assuming
that an electrical angular velocity of the input shaft 12, i.e. the
second rotor 15 is .omega.ENG, an electrical angular velocity of
the rotating magnetic field of the stator 16 is .omega.MG1, and an
electrical angular velocity of the output shaft 13, i.e. the first
rotor 14 is .omega.OUT, the relationship between these electrical
angular velocities is expressed e.g. as shown in FIG. 13, and the
following equation (42) holds:
.omega.MG1=(1+.alpha.).omega.ENG-.alpha..omega.OUT (42)
Further, assuming that a torque input from the engine 3 to the
input shaft 12 is an engine torque TENG, a torque equivalent to the
regenerated electric power and the electrical angular velocity
.omega.MG1 of the rotating magnetic field of the stator 16 is a
first rotating machine torque TMG1, a torque equivalent to the
electric power supplied to the second rotating machine 20 and an
electrical angular velocity .omega.MG2 is a second rotating machine
torque TMG2, and a torque as a reaction force received by the drive
wheels from a road surface, caused by the torque transmitted to the
drive wheels, is a driving torque TOUT, the following equations
(43) and (44) hold, and the relationship between these torques is
expressed e.g. as shown in FIG. 13. It should be noted that in the
following equations (43) and (44), the upward torque in FIG. 13 is
represented by a positive value.
.times..times..alpha..times..times..times..alpha..alpha..times.
##EQU00026##
Here, assuming that a first predetermined value .alpha.1 and a
second predetermined value .alpha.2 are predetermined values of the
pole pair number ratio .alpha. set such that .alpha.1<.alpha.2
holds, the first and second rotating machine torques TMG1(.alpha.1)
and TMG2(.alpha.1) when
.alpha.=.alpha.1 holds are expressed by the following equations
(45) and (46), respectively:
.times..times..times..alpha..times..times..alpha..times..times..times..ti-
mes..alpha..times..times..alpha..times..times..alpha..times..times..times.
##EQU00027##
Further, the first and second rotating machine torques
TMG1(.alpha.2) and TMG2(.alpha.2) when .alpha.=.alpha.2 holds are
expressed by the following equations (47) and (48),
respectively:
.times..times..times..alpha..times..times..alpha..times..times..times..ti-
mes..times..times..alpha..times..times..alpha..times..times..alpha..times.-
.times..times. ##EQU00028##
From the above equations (45) and (47), an amount of change
.DELTA.TMG1 of the first rotating machine torque TMG1 when the pole
pair number ratio .alpha. is changed from the first predetermined
value .alpha.1 to the second predetermined value .alpha.2 is
expressed by the following equation (49):
.DELTA..times..times..times..times..times..times..times..alpha..times..ti-
mes..times..times..times..alpha..times..times..alpha..times..times..alpha.-
.times..times..alpha..times..times..times..alpha..times..times..times.
##EQU00029##
Further, from the equations (46) and (48), an amount of change
.DELTA.TMG2 of the second rotating machine torque TMG2 when the
pole pair number ratio .alpha. is changed from the first
predetermined value .alpha.1 to the second predetermined value
.alpha.2 is expressed by the following equation (50):
.DELTA..times..times..times..times..times..times..times..alpha..times..ti-
mes..times..times..times..alpha..times..times..alpha..times..times..alpha.-
.times..times..alpha..times..times..times..alpha..times..times..times.
##EQU00030##
Here, since TENG>0, TMG1<0, TMG2>0, and
.alpha.1<.alpha.2 hold, as is clear from the above equations
(49) and (50), by changing the pole pair number ratio .alpha. from
the first predetermined value .alpha.1 to the second predetermined
value .alpha.2, the absolute values of the first and second
rotating machine torques TMG1 and TMG2 are reduced. That is, it is
understood that by setting the pole pair number ratio .alpha. to a
larger value, it is possible to make the first and second rotating
machines 10 and 20 more compact in size.
Further, if electric power is not input and output between the two
rotating machines 10 and 20, and the battery 33, the electric power
regenerated by the first rotating machine 10 is directly supplied
to the second rotating machine 20, so that the following equation
(51) holds:
.times..times..omega..times..times..times..times..omega..times..times..ti-
mes..times..times. ##EQU00031##
Here, assuming that the electric power supplied from the first
rotating machine 10 to the second rotating machine 20 is a
transmission electric power WMG, and a ratio of the transmission
electric power WMG to an engine output WENG is an output ratio RW,
the output ratio RW is calculated by the following equation
(52):
.times..times..omega..times..times..times..times..omega..times..times..ti-
mes..times..times..omega..times..times..omega..times..times.
##EQU00032##
If the relationship between the above-mentioned equations (42) and
(43) is applied to the above equation (52), there is obtained the
following equation (53):
.alpha..alpha..omega..times..times..omega..times..times.
##EQU00033##
Here, a speed reducing ratio R is defined as expressed by the
following equation (54), and if the thus defined speed reducing
ratio R is applied to the above equation (53), there is obtained
the following equation (55):
.omega..times..times..omega..times..times..alpha..alpha.
##EQU00034##
From the above equation (55), the output ratios RW(.alpha.1) and
RW(.alpha.2) obtained when the pole pair number ratio .alpha. is
set to the first predetermined value .alpha.1 and the second
predetermined value .alpha.2, respectively, are calculated by the
following equations (56) and (57):
.function..alpha..times..times..alpha..times..times..alpha..times..times.-
.function..alpha..times..times..alpha..times..times..alpha..times..times.
##EQU00035##
From the above equations (56) and (57), an amount of change
.DELTA.RW of the output ratio when the pole pair number ratio
.alpha. is changed from the first predetermined value .alpha.1 to
the second predetermined value .alpha.2 is expressed by the
following equation (58):
.DELTA..times..times..times..function..alpha..times..times..function..alp-
ha..times..times..times..alpha..times..times..alpha..times..times..alpha..-
times..times..times..alpha..times..times. ##EQU00036##
Here, since .alpha.1<.alpha.2 holds, as is clear from the above
equation (58), it is understood that by changing the pole pair
number ratio .alpha. from the first predetermined value .alpha.1 to
the second predetermined value .alpha.2, it is possible to reduce
the output ratio RW, whereby it is possible to reduce the
transmission electric power WMG. Further, in the above-mentioned
equation (55), the relationship between the output ratio RW and the
speed reducing ratio R when the pole pair number ratio .alpha. is
set to values of 1, 1.5, and 2 is expressed as shown in FIG. 14. As
is clear from FIG. 14, it is understood that by setting the pole
pair number ratio .alpha. to a larger value, it is possible to
reduce the transmission electric power WMG throughout the whole
range of the speed reducing ratio R. In general, from the
efficiency viewpoint, mechanical motive power transmission or
motive power transmission by magnetism is more advantageous,
compared with converting electric power to motive power by the
rotating machine, and hence as described above, it is possible to
improve transmission efficiency by reducing the transmission
electric power WMG. That is, as for the power plant of the present
invention, by setting the pole pair number ratio .alpha. (=pole
number ratio m) to a larger value, it is possible to improve
transmission efficiency.
It should be noted that although the first embodiment is an example
in which the power plant 1 of the present invention is applied to
the vehicle 2 including the front wheels 4 as the driven parts,
this is not limitative, but for example, the power plant of the
present invention can be applied to various industrial apparatuses,
such as boats and aircrafts. When the power plant of the present
invention is applied to a boat, a section which generates power for
propulsion, such as a screw, corresponds to the driven part, and
when the power plant of the present invention is applied to an
aircraft, a section which generates power of propulsion, such as a
propeller and a rotor, corresponds to the driven part.
Further, although the first embodiment is an example in which an
internal combustion engine powered by gasoline is employed as a
heat engine, this is not limitative, but there may be employed any
other apparatus insofar as it continuously converts heat energy to
mechanical energy. For example, as a heat engine, there may be
employed an internal combustion engine powered by light oil or
natural gases, or an external combustion engine, such as a Stirling
engine.
Further, although the first embodiment is an example in which in
the first rotating machine 10, the number of the armature magnetic
poles is set to "4", the number of magnetic poles is set to "8",
and the number of the soft magnetic material cores 15a as the soft
magnetic material elements is set to "6", respectively, the
respective numbers of the armature magnetic poles, the magnetic
poles, and the soft magnetic material elements in the first
rotating machine of the present invention are not limited to these
values, but desired numbers can be employed as the numbers of the
armature magnetic poles, the magnetic poles, and the soft magnetic
material elements, insofar as the ratio therebetween, i.e. the
element number ratio satisfies 1:m:(1+m)/2 in the case where the
pole number ratio m is a positive value other than a value of 1.
Further, although the first rotating machine 10 of the first
embodiment is an example in which m=2 is set in the element number
ratio, the element number ratio m is not limited to this, but it is
only required to be a positive value other than a value of 1.
Further, although the first embodiment is an example in which the
magnetic poles of the permanent magnets 14a are used as the
magnetic poles of the first rotor 14, the first rotor 14 may be
provided with an armature row, and the magnetic poles of the
permanent magnets may be replaced by the magnetic poles generated
in the armature row.
On the other hand, although the first embodiment is an example in
which the MOT.cndot.ECU 30, the 1ST.cndot.PDU 31, and the
2ND.cndot.PDU 32 are used as control means for controlling the
operations of the first rotating machine 10 and the second rotating
machine 20, the control means for controlling the first rotating
machine 10 and the second rotating machine 20 is not limited to
these, but any other control means may be used insofar as it can
control the operations of these rotating machines 10 and 20. For
example, as the control means for controlling the two rotating
machines 10 and 20, an electric circuit equipped with a
microcomputer may be used.
It should be noted that although the first embodiment is an example
in which the first rotating machine 10 and the second rotating
machine 20 are axially arranged side by side on the output shaft
13, the arrangement of the first rotating machine 10 and the second
rotating machine 20 is not limited to this. For example, as shown
in FIG. 15, the first and second rotating machines 10 and 20 may be
radially arranged side by side such that the first rotating machine
10 is positioned outside the second rotating machine 20. This
arrangement makes it possible to make the two rotating machines 10
and 20 more compact in size in the axial direction, thereby making
it possible to improve the degree of freedom in design of the power
plant 1.
Further, as shown in FIG. 16, the first rotor 14 of the first
rotating machine 10, and the rotor 22 of the second rotating
machine 20 may be arranged on different shafts. It should be noted
that in FIG. 16, hatching in cross-sections are omitted for ease of
understanding. As shown in the figure, in the second rotating
machine 20, the rotor 22 is provided not on the above-described
output shaft 13 but on the first gear shaft 6a. This makes it
possible to improve the degree of freedom in design of the power
plant 1 in respect of the arrangement of the two rotating machines
10 and 20.
On the other hand, in the power plant 1 according to the first
embodiment, as shown in FIG. 17, the gear mechanism 6 may be
replaced by a transmission (indicated by "T/M" in the FIG. 50. The
transmission 50 changes the speed reducing ratio between the output
shaft 13 and the front wheels 4 in a stepped or stepless manner and
the MOT.cndot.ECU 30 controls the speed change operation. It should
be noted that as the transmission 50, there may be employed any of
a stepped automatic transmission equipped with a torque converter,
a belt-type stepless transmission, a toroidal-type stepless
transmission, an automatic MT (stepped automatic transmission which
executes a connecting or disconnecting operation of a clutch and a
speed change operation, using an actuator), etc. as
appropriate.
With this arrangement, it is possible to set the torque to be
transmitted to the transmission 50 via each of the first rotating
machine 10 and the second rotating machine 20 to a small value,
e.g. by setting the speed reducing ratio of the transmission 50 for
a low-rotational speed and high-load region to a large value,
whereby the first rotating machine 10 and the second rotating
machine 20 can be made more compact in size. On the other hand, it
is possible to reduce the rotational speed of the first rotating
machine 10 and the second rotating machine 20, by setting the speed
reducing ratio of the transmission 50 for a high-rotational speed
and high-load region to a small value. Therefore, in the case of
the first rotating machine 10, it is possible to reduce the
magnetic field rotational speed, and hence it is possible to reduce
energy loss and improve the transmission efficiency as well as
prolong the service life thereof. Further, as for the second
rotating machine 20, it is possible to improve the operating
efficiency and prolong the service life thereof.
Further, in the power plant 1 according to the first embodiment, as
shown in FIG. 18, a transmission 51 may be interposed in an
intermediate portion of the input shaft 12 extending between the
engine 3 and the second rotor 15. The transmission 51 changes a
speed increasing ratio between the engine 3 and the second rotor 15
in a stepped or stepless manner and the MOT.cndot.ECU 30 controls
the speed change operation. It should be noted that as the
transmission 51, similarly to the transmission 50, there may be
employed any of a stepped automatic transmission equipped with a
torque converter, a belt-type stepless transmission, a
toroidal-type stepless transmission, an automatic MT, etc. on an
as-needed basis.
With this arrangement, e.g. by setting both the speed increasing
ratio of the transmission 51 for a low-rotational speed and
high-load region and a final speed reducing ratio of a final
reducer (i.e. the differential gear mechanism 7) to large values,
it is possible to set the torque to be transmitted to the final
reducer side via the first rotating machine 10 and the second
rotating machine 20 to a small value, whereby the first rotating
machine 10 and the second rotating machine 20 can be made more
compact in size. On the other hand, by setting the speed increasing
ratio of the transmission 51 for a high-vehicle speed and high-load
region to a small value (or 1:1), it is possible to reduce the
rotational speed of the first rotating machine 10 and that of the
second rotating machine 20. Therefore, as described above, in the
case of the first rotating machine 10, it is possible to reduce the
magnetic field rotational speed, whereby it is possible to reduce
the energy loss and improve the transmission efficiency as well as
prolong the service life thereof. Further, as for the second
rotating machine 20, it is possible to improve the operating
efficiency and prolong the service life thereof.
Further, in the power plant 1 according to the first embodiment, as
shown in FIG. 19, the location of the gear mechanism 6 may be
changed to a portion of the output shaft 13 between the first rotor
14 and the second rotor 22, and a transmission 52 may be provided
in a portion of the output shaft 13 between the gear mechanism 6
and the rotor 22. The transmission 52 changes the speed reducing
ratio between the rotor 22 and the gear 6c in a stepped or stepless
manner and the MOT.cndot.ECU 30 controls the speed change
operation. It should be noted that as the transmission 52,
similarly to the transmission 50 described above, there may be
employed any of a stepped automatic transmission equipped with a
torque converter, a belt-type stepless transmission, a
toroidal-type stepless transmission, an automatic MT, etc. on an
as-needed basis.
With this arrangement, e.g. by setting the speed reducing ratio of
the transmission 52 for a low-rotational speed and high-load region
to a large value, it is possible to set the torque to be
transmitted from the second rotating machine 20 to the front wheels
4 to a small value, whereby the second rotating machine 20 can be
made more compact in size. On the other hand, by setting the speed
reducing ratio of the transmission 52 for a high-vehicle speed and
high-load region to a small value, it is possible to reduce the
rotational speed of the second rotating machine 20, whereby it is
possible to improve the operating efficiency and prolong the
service life thereof, as described above.
Next, a power plant 1A according to a second embodiment of the
present invention will be described with reference to FIG. 20. As
shown in the figure, the power plant 1A is distinguished from the
power plant 1 according to the first embodiment in that the second
rotating machine 20 is employed as a motive power source for
driving the rear wheels, and in the other respects, the power plant
1A is configured substantially similarly to the power plant 1
according to the first embodiment. Therefore, the following
description will be given mainly of points different from the power
plant 1 according to the first embodiment, and component elements
of the power plant 1A identical to those of the power plant 1
according to the first embodiment are denoted by identical
reference numerals, with detailed description omitted.
In the power plant 1A, the gear 6d on the first gear shaft 6a is in
constant mesh with the gear 7a of the differential gear mechanism
7, whereby the rotation of the output shaft 13 is transmitted to
the front wheels 4 and 4 via the gears 6c and 6d, and the
differential gear mechanism 7.
Further, the second rotating machine 20 is connected to the left
and right rear wheels 5 and 5 via a differential gear mechanism 25,
and left and right drive shafts 26 and 26, whereby as described
hereinbelow, the motive power from the second rotating machine 20
is transmitted to the rear wheels 5 and 5 (second driven part).
The rotor 22 of the second rotating machine 20 is concentrically
fixed to a left end of a gear shaft 24, and a gear 24a is connected
to a right end of the gear shaft 24 concentrically with the gear
shaft 24. The gear 24a is in constant mesh with a gear 25a of the
differential gear mechanism 25. With the above arrangement, the
motive power from the second rotating machine 20 is transmitted via
the gear 24a and the differential gear mechanism 25 to the rear
wheels 5 and 5.
According to the power plant 1A of the present embodiment,
constructed as described above, it is possible to obtain the same
advantageous effects as provided by the power plant 1 according to
the first embodiment. In addition, at the start of the vehicle 2,
by supplying electric power regenerated by the first rotating
machine 10 to the second rotating machine 20, the vehicle 2 can be
started in an all-wheel drive state, whereby it is possible to
improve startability on low .mu. roads including a snowy road.
Further, also during traveling, the vehicle 2 can run in an
all-wheel drive state, which makes it possible to improve traveling
stability of the vehicle 2 on low .mu. roads.
Further, in the power plant 1A according to the second embodiment,
as shown in FIG. 21, a transmission 53 may be provided in an
intermediate portion of the input shaft 12 extending between the
engine 3 and the second rotor 15, and a transmission 54 may be
provided in a portion of the gear shaft 24 between the gear 24a and
the rotor 22. The transmission 53 changes the speed increasing
ratio between the engine 3 and the second rotor 15 in a stepped or
stepless manner and the MOT.cndot.ECU 30 controls the speed change
operation. Further, the transmission 54 changes the speed reducing
ratio between the second rotating machine 20 and the rear wheels 5
in a stepped or stepless manner and the MOT.cndot.ECU 30 controls
the speed change operation. It should be noted that as the
transmissions 53 and 54, similarly to the transmission 50 described
above, there may be employed any of a stepped automatic
transmission equipped with a torque converter, a belt-type stepless
transmission, a toroidal-type stepless transmission, an automatic
MT, etc. on an as-needed basis.
With this arrangement, e.g. by setting both the speed increasing
ratio of the transmission 53 for a low-rotational speed and
high-load region and the final speed reducing ratio of a final
reducer (i.e. the differential gear mechanism 7) to large values,
it is possible to set the torque to be transmitted to a final
reducer side via the first rotating machine 10 to a small value,
whereby the first rotating machine 10 can be made more compact in
size. On the other hand, by setting the speed increasing ratio of
the transmission 53 for a high-vehicle speed and high-load region
to a small value (or 1:1), it is possible to reduce the rotational
speed of the first rotating machine 10. This enables, as described
above, the first rotating machine 10 to reduce the magnetic field
rotational speed thereof, whereby it is possible to reduce the
energy loss and improve the transmission efficiency as well as
prolong the service life thereof.
Further, for example, by setting the speed reducing ratio of the
transmission 54 for a low-rotational speed and high-load region to
a large value, it is possible to set the torque to be generated by
the second rotating machine 20 to a small value, whereby the second
rotating machine 20 can be made more compact in size. On the other
hand, by setting the speed reducing ratio of the transmission 54
for a high-vehicle speed and high-load region to a small value, it
is possible to reduce the rotational speed of the second rotating
machine 20, whereby it is possible to improve the operating
efficiency and prolong the service life of the second rotating
machine 20.
It should be noted that although in the example shown in FIG. 21,
the two transmissions 53 and 54 are provided in the power plant 1A,
one of the transmissions 53 and 54 may be omitted.
Next, a power plant 1B according to a third embodiment of the
present invention will be described with reference to FIG. 22. As
shown in the figure, the power plant 1B is distinguished from the
power plant 1 according to the first embodiment in that the second
rotating machine 20 and the 2ND.cndot.PDU 32 are omitted, and an
electromagnetic brake 55 is added, and in the other respects, the
power plant 1B is configured substantially similarly to the power
plant 1 according to the first embodiment. Therefore, the following
description will be given mainly of points different from the power
plant 1 according to the first embodiment, and component elements
of the power plant 1B identical to those of the power plant 1
according to the first embodiment are denoted by identical
reference numerals, with detailed description omitted.
In the power plant 1B, similarly to the aforementioned power plant
1A according to the second embodiment, the gear 6d on the first
gear shaft 6a is in constant mesh with the gear 7a of the
differential gear mechanism 7, whereby the rotation of the output
shaft 13 is transmitted to the front wheels 4 and 4 via the gears
6c and 6d and the differential gear mechanism 7.
Further, the electromagnetic brake 55 (brake device) is provided on
the input shaft 12 between the first rotating machine 10 and the
engine 3, and is electrically connected to the MOT.cndot.ECU 30.
The ON/OFF state of the electromagnetic brake 55 is switched by the
MOT.cndot.ECU 30. In the OFF state, the electromagnetic brake 55
permits rotation of the input shaft 12, whereas in the ON state,
the electromagnetic brake 55 brakes the rotation of the input shaft
12.
Next, a description will be given of control of the first rotating
machine 10 and the electromagnetic brake 55 by the MOT.cndot.ECU
30. It should be noted the electromagnetic brake 55 is controlled
to the ON state only when rotating machine-driven start control,
described hereinafter, is executed, and in the other various types
of control than the rotating machine-driven start control, it is
held in the OFF state.
First, a description will be given of engine start control. The
engine start control is for starting the engine 3 by the motive
power from the first rotating machine 10 when the aforementioned
predetermined engine-starting conditions are satisfied in a state
where the engine 3 is at rest and the vehicle 2 is at a stop. More
specifically, when the predetermined engine-starting conditions are
satisfied, the electric power is supplied from the battery 33 to
the first rotating machine 10 via the 1ST.cndot.PDU 31, whereby, as
described above, the second rotor 15 is driven with the first rotor
14 remaining at rest. As a result, the engine 3 is started.
Further, in a case where the engine 3 is in operation with the
vehicle at a stop, when the aforementioned predetermined
vehicle-starting conditions are satisfied, the vehicle start
control is executed. In the vehicle start control, if the
predetermined vehicle-starting conditions are satisfied, first, the
first rotating machine 10 regenerates electric power from motive
power from the engine 3 (i.e. performs electric power generation).
Then, after the start of the electric power regeneration, the first
rotating machine 10 is controlled such that the regenerated
electric power is reduced. This makes it possible to start the
vehicle 2 by the motive power from the engine 3 while preventing
engine stalling.
Further, when the vehicle 2 is traveling with the engine 3 in
operation, distribution control of engine power is executed. In the
distribution control, depending on operating conditions of the
engine 3 (e.g. the engine speed NE and the accelerator pedal
opening AP) and/or traveling conditions of the vehicle 2 (e.g. the
vehicle speed VP), the first rotating machine 10 is controlled such
that a ratio between part of motive power output from the engine 3,
which is transmitted via the first rotor 14 to the front wheels 4,
and part of the same, from which electric power is regenerated by
the first rotating machine 10, is changed. This makes it possible
to cause the vehicle 2 to travel while appropriately controlling
the regenerated electric power, depending on the operating
conditions of the engine 3 and/or the traveling conditions of the
vehicle 2.
Further, during the distribution control, when the aforementioned
predetermined power-transmitting conditions are satisfied, the
first rotating machine 10 is controlled such that the rotational
speed of the rotating magnetic field of the stator 16 becomes equal
to 0, whereby insofar as the motive power from the engine 3 is
within a range capable of being transmitted by magnetism, it is
possible to transmit all the motive power to the front wheels 4 by
magnetism via the second rotor 15 and the first rotor 14.
On the other hand, in a case where the vehicle 2 is traveling with
the engine 3 in operation (including when the engine 3 is in a
decelerating fuel-cut operation), when the motive power from the
engine is being regenerated as electric power, if the remaining
charge SOC of the battery 33 is not higher than the aforementioned
predetermined value SOC_REF, the regenerated electric power is
supplied to the battery 33 whereby charge control for charging the
battery 33 is executed. It should be note that also when the
electric power regeneration is performed during the above-described
vehicle start control, if the remaining charge SOC of the battery
33 is not higher than the predetermined value SOC_REF, the charge
control for charging the battery 33 is executed. This makes it
possible to secure sufficient remaining charge SOC of the battery
33.
Further, in a case where the vehicle 2 is traveling with engine 3
in operation, when predetermined assist conditions are satisfied,
the assist control is executed. More specifically, electric power
in the battery 33 is supplied to the first rotating machine 10, and
the first rotating machine 10 is controlled such that the front
wheels 4 are driven by motive power from the engine 3 and motive
power from the first rotating machine 10. With this control, the
vehicle 2 can perform assist traveling by using the first rotating
machine 10 as a motive power source, in addition to the engine
3.
Further, in a case where the engine 3 is at rest and the vehicle 2
is at a stop, when the aforementioned predetermined rotating
machine-driven vehicle-starting conditions are satisfied, the
electromagnetic brake 55 is turned on to brake the second rotor 15,
and at the same time, electric power is supplied from the battery
33 to the first rotating machine 10, whereby powering control of
the first rotating machine 10 is executed. This makes it possible
to drive the front wheels 4 by the first rotating machine 10 with
the engine 3 left at rest, to thereby start the vehicle 2. As a
result, it is possible to improve fuel economy.
Next, a power plant 1C according to a fourth embodiment of the
present invention will be described with reference to FIG. 23. As
shown in the figure, the power plant 1C is distinguished from the
power plant 1 according to the first embodiment in the arrangement
of the first rotating machine 10 and the second rotating machine
20, but in the other respects, the power plant 1C is constructed
substantially similarly to the power plant 1 according to the first
embodiment. Therefore, the following description will be given
mainly of points different from the power plant 1 according to the
first embodiment, and component elements of the power plant 1C
identical to those of the power plant 1 according to the first
embodiment are denoted by identical reference numerals, with
detailed description omitted.
In the power plant 1C, the second rotating machine 20 is disposed
between the engine 3 and the first rotating machine 10, and the
rotor 22 of the second rotating machine 20 is concentrically fixed
to a predetermined portion of the input shaft 12 (rotating shaft).
Further, in the first rotating machine 10, the first rotor 14 is
concentrically fixed to the right end of the input shaft 12 on the
downstream side of the rotor 22, and the second rotor 15 is
concentrically fixed to the left end of the output shaft 13. With
this arrangement, during operation of the first rotating machine
10, when the second rotor 15 is rotating, motive power thereof is
transmitted to the front wheels 4 and 4.
Next, a description will be given of a method of controlling both
the first rotating machine 10 and the second rotating machine 20 by
the MOT.cndot.ECU 30 during operation of the vehicle. First, a
description will be given of engine start control performed when
the vehicle 2 is at a stop. In this control, in a case where the
engine 3 is at rest and the vehicle 2 is at a stop, when the
aforementioned predetermined starting conditions are satisfied,
electric power is supplied from the battery 33 to the first
rotating machine 10 and/or the second rotating machine 20, and
powering control of the first rotating machine 10 and/or the second
rotating machine 20 is executed such that motive power from the
first rotating machine 10 and/or the second rotating machine 20 is
transmitted to the engine 3 via the input shaft 12. With this
control, the engine 3 can be started by the motive power from the
first rotating machine 10 and/or the second rotating machine
20.
Further, in a case where the vehicle 2 is at a stop with the engine
3 in operation, when the aforementioned predetermined
vehicle-starting conditions are satisfied, vehicle start control is
executed. More specifically, when the vehicle 2 is at a stop,
motive power from the engine 3 is transmitted to the input shaft
12, whereby the first rotor 14 of the first rotating machine 10 is
driven. In this state, if the first rotating machine 10 is
controlled such that electric power regeneration is executed by the
first rotating machine 10 and the regenerated electric power is
supplied to the second rotating machine 20, the rotor 22 of the
second rotating machine 20 drives the first rotor 14, whereby
energy recirculation occurs. In this state, if the electric power
regenerated by the first rotating machine 10 is controlled to be
reduced, the second rotor 15 of the first rotating machine 10
rotates to drive the output shaft 13, which drives the front wheels
4 and 4, whereby the vehicle 2 is started. By controlling, after
the start of the vehicle 2, the electric power regenerated by the
first rotating machine 10 such that it is further reduced, and by
executing, after the direction of the rotation of the magnetic
field of the stator 16 of the first rotating machine 10 is changed
from reverse rotation to normal rotation, regeneration control of
the second rotating machine 20 and powering control of the first
rotating machine 10, the vehicle speed is increased.
Further, when the vehicle 2 is traveling with the engine 3 in
operation, speed change control is executed. In the speed change
control, depending on operating conditions of the engine 3 (e.g.
the engine speed NE, the accelerator pedal opening AP, etc.) and/or
traveling conditions of the vehicle 2 (e.g. the vehicle speed VP),
the second rotating machine 20 is controlled such that a ratio
between part of motive power output from the engine 3, which is
transmitted via the input shaft 12 to the first rotor 14, and part
of the same, from which electric power is regenerated by the second
rotating machine 20, is changed, and the first rotating machine 10
is controlled by supplying the regenerated electric power to the
first rotating machine 10. In this case, the first rotating machine
10 can be operated such that it exhibits operating characteristics
similar to those of a planetary gear unit, as described
hereinabove, and hence by controlling the second rotating machine
20, as described above, and controlling the first rotating machine
10 by supplying the regenerated electric power to the first
rotating machine 10, it is possible to change the ratio between the
rotational speed of the input shaft 12 and that of the output shaft
13, in other words, the ratio between the engine speed NE and the
drive shaft speed ND as desired while transmitting all the motive
power from the engine 3 to the front wheels 4 via the first
rotating machine 10 and the second rotating machine 20, provided
that electrical losses are ignored. In short, by controlling the
two rotating machines 10 and 20, it is possible to realize the
functions of an automatic transmission.
Further, during the speed change control, when the aforementioned
predetermined power-transmitting conditions are satisfied, the
regeneration of electric power by the first rotating machine 10 is
stopped, and the rotational speed of the rotating magnetic field of
the stator 16 is controlled to 0 by supplying lock current to the
stator 16 or executing phase-to-phase short circuit control of the
first rotating machine 10. When such control is performed, insofar
as the motive power from the engine 3 is within a range capable of
being transmitted by magnetism, it is possible to transmit all the
motive power from the engine 3 to the front wheels 4 by magnetism,
so that it is possible to enhance power transmission efficiency,
compared with the case in which electric power regenerated by the
first rotating machine 10 is caused to be supplied to the second
rotating machine 20 via the 2ND.cndot.PDU 32.
On the other hand, in a case where the vehicle 2 is traveling with
the engine 3 in operation (including when the engine 3 is in a
decelerating fuel-cut operation), when the remaining charge SOC of
the battery 33 is not higher than the aforementioned predetermined
value SOC_REF, the electric power regenerated by the first rotating
machine 10 and/or the second rotating machine 20 is controlled and
the charge control for charging the battery 33 is executed. This
makes it possible to secure sufficient remaining charge SOC of the
battery 33. It should be noted that during execution of the vehicle
start control and the speed change control, described above, if the
remaining charge SOC of the battery 33 is not higher than the
predetermined value SOC_REF, the charge control for charging the
battery 33 may be executed.
Further, when the aforementioned predetermined assist conditions
are satisfied with the engine 3 in operation, the assist control is
executed. More specifically, by supplying electric power from the
battery 33 to the first rotating machine 10 and/or the second
rotating machine 20, the first rotating machine 10 and/or the
second rotating machine 20 are/is controlled such that motive power
from the first rotating machine 10 and/or the second rotating
machine 20, and motive power from the engine 3 are transmitted to
the front wheels 4. With this control, in addition to the engine 3,
the first rotating machine 10 and/or the second rotating machine 20
are/is used as motive power source(s), whereby the vehicle 2 can
perform assist traveling or assist starting.
Further, in a case where the engine 3 is at rest and the vehicle 2
is at a stop, when the aforementioned predetermined rotating
machine-driven vehicle-starting conditions are satisfied, the
rotating machine-driven start control is executed. More
specifically, electric power is supplied from the battery 33 to the
second rotating machine 20 via the 2ND.cndot.PDU 32, with the
engine 3 left at rest, and the second rotating machine 20 (brake
device) is controlled such that the rotor 22 is held in a
rotation-inhibited state, whereby the rotation of the first rotor
14 is braked, and electric power is supplied from the battery 33 to
the first rotating machine 10 via the 1ST.cndot.PDU 31 to control
powering of the first rotating machine 10. As a result, the
electric power of the first rotating machine 10 is transmitted to
the output shaft 13 by magnetism as motive power, whereby the
vehicle 2 can be started.
Next, a description will be given of a control method in which
during operation of the vehicle 2, the control of the second
rotating machine 20 by the MOT.cndot.ECU 30 is stopped, and only
the first rotating machine 10 is controlled by the MOT.cndot.ECU
30. First, if the vehicle 2 is at a stop with the engine 3 is in
operation, when the aforementioned predetermined vehicle-starting
conditions are satisfied, vehicle start control is executed. In the
vehicle start control, when the predetermined vehicle-starting
conditions are satisfied, first, the first rotating machine 10
regenerates electric power from motive power from the engine 3.
Then, after the start of the electric power regeneration, the first
rotating machine 10 is controlled such that the regenerated
electric power is reduced. This makes it possible to start the
vehicle 2 by the motive power from the engine 3 while avoiding
engine stalling.
Further, when the vehicle 2 is traveling with the engine 3 in
operation, distribution control of engine power is executed. In the
distribution control, depending on operating conditions of the
engine 3 (e.g. the engine speed NE and the accelerator pedal
opening AP) and/or traveling conditions of the vehicle 2 (e.g. the
vehicle speed VP), the first rotating machine 10 is controlled such
that a ratio between part of motive power output from the engine 3,
which is transmitted via the second rotor 15 to the front wheels 4,
and part of the same, from which electric power is regenerated by
the first rotating machine 10, is changed. This makes it possible
to cause the vehicle 2 to travel while appropriately controlling
the regenerated electric power, depending on the operating
conditions of the engine 3 and/or the traveling conditions of the
vehicle 2.
Further, during the distribution control, when the aforementioned
predetermined power-transmitting conditions are satisfied, the
first rotating machine 10 is controlled such that the rotational
speed of the rotating magnetic field of the stator 16 becomes equal
to 0, whereby insofar as the motive power from the engine 3 is
within a range capable of being transmitted by magnetism, it is
possible to transmit all the motive power to the front wheels 4 by
magnetism via the first rotor 14 and the second rotor 15.
On the other hand, in a case where the vehicle 2 is traveling with
the engine 3 in operation (including when the engine 3 is in a
decelerating fuel-cut operation), and electric power is regenerated
from motive power from the engine 3, when the remaining charge SOC
of the battery 33 is not higher than the aforementioned
predetermined value SOC_REF, the regenerated electric power is
supplied to the battery 33 to thereby execute charge control for
charging the battery 33. It should be noted that also when electric
power regeneration is executed during the aforementioned vehicle
start control, if the remaining charge SOC of the battery 33 is not
higher than the predetermined value SOC_REF, the charge control for
charging the battery 33 is executed. This makes it possible to
secure sufficient remaining charge SOC of the battery 33.
Further, in a case where the aforementioned predetermined assist
conditions are satisfied during traveling of the vehicle 2 with the
engine 3 in operation, assist control is executed. More
specifically, electric power is supplied from the battery 33 to the
first rotating machine 10, and the first rotating machine 10 is
controlled such that motive power from the engine 3 and motive
power from the first rotating machine 10 drive the front wheels 4.
With this control, in addition to the engine 3, the first rotating
machine 10 is used as a motive power source, whereby the vehicle 2
can perform assist traveling. By thus controlling the first
rotating machine 10 alone, it is possible to operate the vehicle
2.
As described above, according to the power plant 1C of the present
embodiment, the engine 3, the vehicle 2 can be driven by using the
first rotating machine 10, and the second rotating machine 20, as
motive power sources. Further, the first rotating machine 10 is
only required to be constructed such that it includes only one soft
magnetic material element row, and hence it is possible to make the
first rotating machine 10 more compact in size and reduce the
manufacturing costs thereof, by corresponding extents. As a result,
it is possible to reduce the size and manufacturing costs of the
power plant 1C itself, and improve the degree of freedom in design.
Further, as described above, by configuration of the pole pair
number ratio .alpha., i.e. pole number ratio m of the first
rotating machine 10, it is possible to freely set the relationship
between the three electric angular velocities and the relationship
between the three torques in the first rotating machine 10, whereby
it is possible to further improve the degree of freedom in
design.
Next, a description will be given of changes in torques when the
pole pair number ratio .alpha. (=pole number ratio m) is changed in
the power plant 1C according to the fourth embodiment. More
specifically, a description will be given of a case where when the
vehicle 2 is traveling with the engine 3 in operation, electric
power is regenerated from part of motive power from the engine 3 by
the second rotating machine 20, and the regenerated electric power
is supplied to the first rotating machine 10, whereby powering
control of the first rotating machine 10 is executed, by way of
example.
First, in the power plant 1C, let it be assumed that the pole pair
number ratio .alpha. of the first rotating machine 10 is set to a
desired value other than a value of 1, and the drive wheels are
directly connected to the output shaft 13. In this case, assuming
that an electric angular velocity of the input shaft 12, i.e. the
first rotor 14 is .omega.ENG, an electric angular velocity of the
rotating magnetic field of the stator 16 is .omega.MG1, and an
electric angular velocity of the output shaft 13, i.e. the second
rotor 15 is .omega.OUT, the relationship between these electric
angular velocities is expressed e.g. as shown in FIG. 24, and the
following equation (59) holds:
.omega.MG1=(1+.alpha.).omega.OUT-.alpha..omega.ENG (59)
Further, assuming that a torque input from the engine 3 to the
input shaft 12 is an engine torque TENG, a torque equivalent to the
electric power supplied to the first rotating machine 10 and the
electrical angular velocity .omega. MG1 is a first rotating machine
torque TMG1, a torque equivalent to the electric power regenerated
by the second rotating machine 20 and the electrical angular
velocity .omega. MG2 is a second rotating machine torque TMG2, and
a torque as a reaction force received by the drive wheels from a
road surface, caused by the torque transmitted to the drive wheels
is a driving torque TOUT, the following equations (60) and (61)
hold, and the relationship between these torques is expressed e.g.
as shown in FIG. 24. It should be noted that in the following
equations (60) and (61), upward torques as viewed in FIG. 24 are
represented by positive values.
.times..times..alpha..times..times..times..alpha..alpha..times.
##EQU00037##
Here, the first and second rotating machine torques TMG1(.alpha.1)
and TMG2(.alpha.1) assumed when the pole pair number ratio .alpha.
is set to the above-mentioned first predetermined value .alpha.1
are expressed by the following equations (62) and (63),
respectively:
.times..times..times..alpha..times..times..alpha..times..times..times..ti-
mes..times..times..alpha..times..times..alpha..times..times..alpha..times.-
.times..times. ##EQU00038##
Further, the first and second rotating machine torques
TMG1(.alpha.2) and TMG2(.alpha.2) assumed when the pole pair number
ratio .alpha. is set to the above-mentioned second predetermined
value .alpha.2 are expressed by the following equations (64) and
(65), respectively:
.times..times..times..alpha..times..times..alpha..times..times..times..ti-
mes..times..times..alpha..times..times..alpha..times..times..alpha..times.-
.times..times. ##EQU00039##
From the above equations (62) and (64), an amount of change
.DELTA.TMG1 of the first rotating machine torque TMG1 occurring
when the pole pair number ratio .alpha. is changed from the first
predetermined value .alpha.1 to the second predetermined value
.alpha.2 is expressed by the following equation (66):
.DELTA..times..times..times..times..times..times..times..alpha..times..ti-
mes..times..times..times..alpha..times..times..alpha..times..times..alpha.-
.times..times..alpha..times..times..times..alpha..times..times..times.
##EQU00040##
Further, from the above equations (63) and (65), an amount of
change .DELTA.TMG2 of the second rotating machine torque TMG2
occurring when the pole pair number ratio .alpha. is changed from
the first predetermined value .alpha.1 to the second predetermined
value .alpha.2 is expressed by the following equation (67):
.DELTA..times..times..times..times..times..times..times..alpha..times..ti-
mes..times..times..times..alpha..times..times..alpha..times..times..alpha.-
.times..times..alpha..times..times..times..alpha..times..times..times.
##EQU00041##
Here, since TOUT<0, TMG1>0, TMG2<0, and
.alpha.1<.alpha.2 hold, as is clear from the above equations
(66) and (67), by changing the pole pair number ratio .alpha. from
the first predetermined value .alpha.1 to the second predetermined
value .alpha.2, the absolute values of the first and second
rotating machine torques TMG1 and TMG2 are reduced. That is, it is
understood that by setting the pole pair number ratio .alpha. to a
larger value, it is possible to make the first and second rotating
machines 10 and 20 more compact in size.
Further, assuming that electric power is not input and output
between the two rotating machines 10 and 20, and the battery 33,
the electric power regenerated by the second rotating machine 20 is
supplied to the first rotating machine 10, as it is, so that there
holds the following equation (68):
.times..times..omega..times..times..omega..times..times..times..times..ti-
mes..times..times. ##EQU00042##
Further, if mechanical losses and electrical losses are ignored,
there holds the following equation (69):
TENG.omega.ENG=-TOUT.omega.OUT (69)
Here, assuming that the electric power supplied from the second
rotating machine 20 to the first rotating machine 10 is a
transmitted electric power WMG', and a ratio of the transmitted
electric power WMG' to the engine output WENG is an output ratio
RW', the output ratio RW' is calculated by the following equation
(70):
''.times..times..omega..times..times..omega..times..times..times..times..-
omega..times..times..times..times..omega..times..times.
##EQU00043##
When the relationship between the above-mentioned equations (59)
and (60) is applied to the above equation (70), there is obtained
the following equation (71):
'.alpha..alpha..omega..times..times..omega..times..times.
##EQU00044##
Here, when a speed reducing ratio R is defined as expressed by the
following equation (72), and the thus defined speed reducing ratio
R is applied to the above equation (71), there is obtained the
following equation (73):
.omega..times..times..omega..times..times.'.alpha..alpha.
##EQU00045##
From the above equation (73), the output ratios RW(.alpha.1)' and
RW(.alpha.2)' obtained when the pole pair number ratio .alpha. is
set to the first predetermined value .alpha.1 and the second
predetermined value .alpha.2 are calculated by the following
equations (74) and (75), respectively:
.function..alpha..times..times.'.alpha..times..times..alpha..times..times-
..function..alpha..times..times.'.alpha..times..times..alpha..times..times-
. ##EQU00046##
From the above equations (74) and (75), an amount of change
.DELTA.RW' of the output ratio occurring when the pole pair number
ratio .alpha. is changed from the first predetermined value
.alpha.1 to the second predetermined value .alpha.2 is expressed by
the following equation (76):
.DELTA..times..times.'.times..function..alpha..times..times.'.function..a-
lpha..times..times.'.times..alpha..times..times..alpha..times..times..alph-
a..times..times..times..alpha..times..times. ##EQU00047##
In this equation, since .alpha.1<.alpha.2 holds, as is clear
from the above equation (76), it is understood that by changing the
pole pair number ratio .alpha. from the first predetermined value
.alpha.1 to the second predetermined value .alpha.2, it is possible
to reduce the output ratio RW', whereby it is possible to reduce
the transmitted electric power WMG'. Further, in the
above-mentioned equation (73), the relationships between the output
ratio RW' and the speed reducing ratio R exhibited when the pole
pair number ratio .alpha. is set to values of 1, 1.5, and 2 are
expressed as shown in FIG. 25. As is clear from FIG. 25, it is
understood that by setting the pole pair number ratio .alpha. to a
larger value, it is possible to reduce the transmitted electric
power WMG' throughout the whole range of the speed reducing ratio
R. In general, from the viewpoint of efficiency, mechanical
transmission or magnetic transmission of motive power is more
advantageous than when electric power is converted to motive power
by the rotating machine, and hence as described above, it is
possible to improve transmission efficiency by reducing the
transmitted electric power WMG'. That is, in the case of the power
plant of the present invention, by setting the pole pair number
ratio .alpha. (=pole number ratio m) to a larger value, it is
possible to improve transmission efficiency.
Although the fourth embodiment is an example in which when starting
the vehicle 2 with the engine 3 at rest, the second rotating
machine 20 is controlled to a braked state, and the powering
control of the first rotating machine 10 is executed, in place of
this, as shown in FIG. 26, in the power plant 1C, a clutch 56 may
be provided between the engine 3 and the second rotating machine
20. With this arrangement, when starting the vehicle 2 with the
engine 3 left at rest, the MOT.cndot.ECU 30 holds the clutch 56 in
a disconnected state, and in this state, at least one of the two
rotating machines 10 and 20 is subjected to powering control. This
makes it possible to start the vehicle 2 with the engine 3 left at
rest, by motive power of at least one of the rotating machines 10
and 20. In this case, the clutch 56 may be any mechanism which
executes or interrupts transmission of motive power, e.g. an
electromagnetic clutch or a hydraulic clutch actuated by a
hydraulic actuator, and which can be controlled by the
MOT.cndot.ECU 30.
On the other hand, in the power plant 1C according to the fourth
embodiment, as shown in FIG. 27, the gear mechanism 6 may be
replaced by a transmission 57. The transmission 57 changes the
speed reducing ratio between the output shaft 13 and the front
wheels 4 in a stepped or stepless manner and the MOT.cndot.ECU 30
controls the speed change operation. It should be noted that as the
transmission 57, similarly to the transmission 50 described above,
there may be employed any of a stepped automatic transmission
equipped with a torque converter, a belt-type stepless
transmission, a toroidal-type stepless transmission, an automatic
MT, etc. on an as-needed basis.
With this arrangement, it is possible, for example, to set the
torque to be transmitted to the transmission 57 via each of the
first rotating machine 10 and the second rotating machine 20 to a
small value, by setting the speed reducing ratio of the
transmission 57 for a low-rotational speed and high-load region to
a large value, whereby the first rotating machine 10 and the second
rotating machine 20 can be made more compact in size. On the other
hand, by setting the speed reducing ratio of the transmission 57
for a high-vehicle speed and high-load region to a small value, it
is possible to reduce the rotational speed of the first rotating
machine 10 and that of the second rotating machine 20. Therefore,
in the case of the first rotating machine 10, it is possible to
reduce the magnetic field rotational speed thereof, whereby it is
possible to reduce the energy loss and improve the transmission
efficiency as well as prolong the service life thereof. Further, as
for the second rotating machine 20, it is possible to improve the
operating efficiency and prolong the service life thereof.
Further, in the power plant 1C according to the fourth embodiment,
as shown in FIG. 28, a transmission 58 may be provided in an
intermediate portion of the input shaft 12 extending between the
engine 3 and the rotor 22. The transmission 58 changes the speed
increasing ratio between the engine 3 and the rotor 22 in a stepped
or stepless manner and the MOT.cndot.ECU 30 controls the speed
change operation. It should be noted that as the transmission 58,
similarly to the transmission 50 described above, there may be
employed any of a stepped automatic transmission equipped with a
torque converter, a belt-type stepless transmission, a
toroidal-type stepless transmission, an automatic MT, etc. on an
as-needed basis.
With this arrangement, e.g. by setting the speed increasing ratio
of the transmission 58 for a low-rotational speed and high-load
region and the final speed reducing ratio of a final reducer (i.e.
differential gear mechanism 7) to large values, it is possible to
set the torque to be transmitted to a final reducer side via the
first rotating machine 10 and the second rotating machine 20 to a
small value, whereby the first rotating machine 10 and the second
rotating machine 20 can be made more compact in size. On the other
hand, by setting the speed increasing ratio of the transmission 58
for a high-vehicle speed and high-load region to a small value (or
1:1), it is possible to reduce the rotational speed of the first
rotating machine 10 and that of the second rotating machine 20.
Therefore, as described above, in the case of the first rotating
machine 10, it is possible to reduce the magnetic field rotational
speed thereof, whereby it is possible to reduce the energy loss and
improve the transmission efficiency as well as prolong the service
life thereof. Further, as for the second rotating machine 20, it is
possible to improve the operating efficiency and prolong the
service life thereof.
Next, a power plant 1D according to a fifth embodiment of the
present invention will be described with reference to FIG. 29. The
power plant 1D is distinguished from the power plant 1C according
to the fourth embodiment in that the location of the second
rotating machine 20 in the power plant 1C according to the
above-described fourth embodiment is changed from the location
between the engine 3 and the first rotating machine 10 to the
location toward the rear wheels 5, as in the above-described power
plant 1A according to the second embodiment, and the second
rotating machine 20 drives the rear wheels 5. According to the
power plant 1D, similarly to the above-described power plant 1A
according to the second embodiment, at the start of the vehicle 2,
the vehicle 2 can be started in an all-wheel drive state, whereby
it is possible to improve startability on low .mu. roads including
a snowy road. Further, also during traveling, the vehicle 2 can run
in an all-wheel drive state, which makes it possible to improve
traveling stability of the vehicle 2 on low .mu. roads.
INDUSTRIAL APPLICABILITY
As described above, the power plant according to the present
invention is a power plant including a heat engine and a rotating
machine, which is very useful in making the power plant more
compact in size, reducing the manufacturing costs thereof, and
improving the degree of freedom in design.
REFERENCE SIGNS LIST
1 power plant 1A to 1D power plant 3 engine (heat engine) 4 front
wheel (driven part) 5 rear wheel (second driven part) 10 first
rotating machine 12 input shaft (rotating shaft) 13 output shaft
(rotating shaft) 14 first rotor 14a permanent magnet (magnetic
pole) 15 second rotor 15a soft magnetic material core (soft
magnetic material element) 16 stator 16a iron core (armature,
armature row) 16c U-phase coil (armature, armature row) 16d V-phase
coil (armature, armature row) 16e W-phase coil (armature, armature
row) 20 second rotating machine (braking device) 50 to 54
transmission 55 electromagnetic brake (brake device) 56 clutch 57,
58 transmission
* * * * *